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Lou - STORIES (Read 1035800 times)

boeing247 Senior Member Offline Pilots: Looking down on people since 1903 Posts: 1506 Location: Southern CA Joined: Feb 23^rd, 2011 Gender:	Re: Lou - STORIES Reply #405 - Aug 12^th, 2011 at 4:34am	Print Post
	Perhaps it is like a caution light? It lights up if something is going wrong (fouled component, lack of oil pressure, etc...), but not if the engine has totally failed?

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JayG Senior Member Offline Posts: 332 Joined: Jan 12^th, 2007	Re: Lou - STORIES Reply #406 - Aug 12^th, 2011 at 4:35am	Print Post
	It's the button that activates the smoke exhaust fan so you can have a cigarette, but mislabeled so the Feds dont find out.... I knew that darn button was somewhere!

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CoolP Senior Member Offline Posts: 2568 Joined: Jan 17^th, 2010 Gender:	Re: Lou - STORIES Reply #407 - Aug 12^th, 2011 at 10:34am	Print Post
	btscott wrote on Aug 11^th, 2011 at 10:57pm: I thought Chock and a few others were the know everything dudes (I mean that in a friendly way), but you are catching them quickly!! � � Oh, don't 'overvalue' me, please. Alan ('Chock') for example is like a living aviation lexicon to me and he also has plenty of writing skills. I enjoy each and every of his reviews and explanations (although he suffers from the same disease I do, he can't write short texts. �). Since he's also an experienced glider pilot, he's way more closer to rw flying than me. I'm just the guy with the aviation hobby (got some 'co' hours though), plenty of books (all about the Concorde for example) and FCOMs (Concorde is missing there!) and some technical background from a previous 'life'. My age won't prevent any rw (private pilot) experience though, only my girlfriend does. � So, if time allows, that new step may follow sooner or later, but also means that another hobby of mine has to go then, which is a tough decision. The concerns of a lady are meant to be respected, but not too much. � Regarding the current quiz, I think boeing247 shows way more talent than I ever could without the FCOM. He sensed the nature of that button, being a severe but not a 'total loss of engine' one. Keep on going for the cherries!


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LOU Beta Team Offline 727,707,747,757,767= 40years of Boeings Posts: 1609 Location: Central PA, USA Joined: Mar 3^rd, 2010 Gender:	Re: Lou - STORIES Reply #408 - Aug 12^th, 2011 at 6:16pm	Print Post
	No correct answers yet.... Hint: I don't think it is correct for the 727-100 aircraft. What will turn on the light?

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boeing247 Senior Member Offline Pilots: Looking down on people since 1903 Posts: 1506 Location: Southern CA Joined: Feb 23^rd, 2011 Gender:	Re: Lou - STORIES Reply #409 - Aug 12^th, 2011 at 8:33pm	Print Post
	LOU wrote on Aug 12^th, 2011 at 6:16pm: No correct answers yet.... Hint: I don't think it is correct for the 727-100 aircraft. What will turn on the light? Perhaps I'm misinterpreting your hint, but I looked up the 727-100 and 727-200 to look for differences. Does the light signify a failure of the hush kit on the center engine?

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LOU Beta Team Offline 727,707,747,757,767= 40years of Boeings Posts: 1609 Location: Central PA, USA Joined: Mar 3^rd, 2010 Gender:	Re: Lou - STORIES Reply #410 - Aug 13^th, 2011 at 3:07am	Print Post
	I don't remember ever seeing this system on a -100. Only the -200's had such a system. Now that is not to say it could not have been added to a much later -100, but I doubt it. I has to do with all engines, and something else. Look around, you might find it....

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irbfdc New Member Offline Posts: 4 Joined: Aug 8^th, 2011	Re: Lou - STORIES Reply #411 - Aug 14^th, 2011 at 1:59am	Print Post
	May be a Master Caution to look around and check other systems. I can't elaborate. Sincerely, Dave in West Virginia


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LOU Beta Team Offline 727,707,747,757,767= 40years of Boeings Posts: 1609 Location: Central PA, USA Joined: Mar 3^rd, 2010 Gender:	Re: Lou - STORIES Reply #412 - Aug 14^th, 2011 at 2:29am	Print Post
	Another hint... The F/E controls this item.

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boeing247 Senior Member Offline Pilots: Looking down on people since 1903 Posts: 1506 Location: Southern CA Joined: Feb 23^rd, 2011 Gender:	Re: Lou - STORIES Reply #413 - Aug 14^th, 2011 at 2:56am	Print Post
	It illuminates when the F/E flips a fuel flow switch?

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CoolP Senior Member Offline Posts: 2568 Joined: Jan 17^th, 2010 Gender:	Re: Lou - STORIES Reply #414 - Aug 14^th, 2011 at 12:02pm	Print Post
	Lou really picked a tricky one there, maybe it'll help to know that the thing is connected to the auto-trip-off system for the packs.


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LOU Beta Team Offline 727,707,747,757,767= 40years of Boeings Posts: 1609 Location: Central PA, USA Joined: Mar 3^rd, 2010 Gender:	Re: Lou - STORIES Reply #415 - Aug 14^th, 2011 at 4:16pm	Print Post
	As always, CoolP wins the prize of master of Trivia! AUTO PACK TRIP With the system armed before takeoff, thrust loss on any engine during takeoff & climb with flaps out of the up position will: TRIP BOTH pack fans instantaneously and trip off both packs and turn on the ENG FAIL light on the pilots glare-shield. This allows the remaining engines to develop a bit more thrust for the remainder of the takeoff and climb portion of the flight. � CS shows this light on the 727-100, but I only remember this system on the 727-200 model. It could be possible that it could have been added to later -100's. The 727 I flew did not have this on the -100. Lou Uploaded with ImageShack.us

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LOU Beta Team Offline 727,707,747,757,767= 40years of Boeings Posts: 1609 Location: Central PA, USA Joined: Mar 3^rd, 2010 Gender:	Re: Lou - STORIES Reply #416 - Aug 14^th, 2011 at 7:38pm	Print Post
	A little more detail on the Auto Pack Trip system. The pack fans are big KW draw items. Their start-up draw is a big factor as is the running load. The Auto Pack trip system is designed to reduce the pack fan load and also give the pilots a quick warning of power loss. The pack fans run whenever the flaps are not up. On taxi out for takeoff, the checklist provides a place for arming the Auto Pack Trip system. As the pilot takes the runway and advances the power, as the EPR passes a certain reading (around 1.50) the system arms. If any engine EPR falls below a reading of (I do not remember the exact value, I think it is 1.60) the system goes into action. It sends a signal to trip both packs - this gives a bit more thrust during a critical time. It also kills both pack fans -RIGHT NOW! If you were to just turn off the pack switch, the valve takes many seconds to close. As long as the pack valve is still open, even a little, the fan continues to run and draw current. So this is the really big thing the system does - kill both fans now to avoid an electrical overload. It also turns on the pilots engine fail light and gives them a quick warning of failure. Now, here is a trap. If the F/E is not paying very close attention, and there is a noise abatement procedure, or the tower or departure control asks for a level off and the pilot pulls the thrust back...you got it - Auto Pack Trip and loss of cabin pressure and a bunch of confusion in the cockpit. Most F/E's kept their finger on the arm switch to avoid just such an incident. The system could not be used unless all EPR gauges were working.

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CoolP Senior Member Offline Posts: 2568 Joined: Jan 17^th, 2010 Gender:	Re: Lou - STORIES Reply #417 - Aug 14^th, 2011 at 10:50pm	Print Post
	But I'm voting for Boeing247 to get the price since he said Quote: Perhaps it is like a caution light? It lights up if something is going wrong (fouled component, lack of oil pressure, etc...), but not if the engine has totally failed? Also irbfdc pointed out Quote: May be a Master Caution to look around and check other systems. which isn't too far off from the nature of the thing in my eyes. Lou, did you ever have some incidents with sick passengers, forcing you to land on some remote field?


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boeing247 Senior Member Offline Pilots: Looking down on people since 1903 Posts: 1506 Location: Southern CA Joined: Feb 23^rd, 2011 Gender:	Re: Lou - STORIES Reply #418 - Aug 14^th, 2011 at 11:33pm	Print Post
	I wasn't very specific, though.

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CoolP Senior Member Offline Posts: 2568 Joined: Jan 17^th, 2010 Gender:	Re: Lou - STORIES Reply #419 - Aug 14^th, 2011 at 11:47pm	Print Post
	But the direction was right and sensed the nature, that this thing does not necessarily mean that your engine failed, but that another system has changed its status. Since the other system loss (pressurization) gains severity with the rising altitude of the plane, the indication and warning is of course reasonable, while the auto-loss of it to gain engine power output at low altitudes and some drag config is too. So, from theory, a wise decision to include it but I think there may be a FAA story attached to it. Have to look it up though.


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