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 25 Lou - STORIES (Read 911350 times)
LOU
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Re: Lou - STORIES
Reply #135 - Apr 18th, 2011 at 7:42pm
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New Trivia Quiz

On the HSI, in the glass cockpit, who knows what the "cement block" & the "noodle" are? Undecided
  

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boeing727223
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Re: Lou - STORIES
Reply #136 - Apr 18th, 2011 at 9:02pm
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Glass cockpit....sorry Lou, I'm tooo old school for that question!   Grin
  
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Re: Lou - STORIES
Reply #137 - Apr 18th, 2011 at 10:36pm
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I think the noodle would be that thingy that shows you're even with the localizer... the cement, I have no clue.
  

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Re: Lou - STORIES
Reply #138 - Apr 19th, 2011 at 12:46am
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Back to the manual pj!  Grin
  

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LOU
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Re: Lou - STORIES
Reply #139 - Apr 19th, 2011 at 5:52pm
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Come on this is not that hard....  Undecided
  

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Re: Lou - STORIES
Reply #140 - Apr 19th, 2011 at 11:54pm
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LOU wrote on Apr 18th, 2011 at 7:42pm:
New Trivia Quiz

On the HSI, in the glass cockpit, who knows what the "cement block" & the "noodle" are? Undecided


My guess for the "cement block" is the heading indicator and the "noodle" must be the magenta flight path line.
  

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Re: Lou - STORIES
Reply #141 - Apr 20th, 2011 at 12:16am
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?
  

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LOU
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Re: Lou - STORIES
Reply #142 - Apr 20th, 2011 at 1:19am
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audiohavoc - you are 50% correct.

The heading "bug" is called the cement block, because it kinda looks like a cement block.  Huh
It's the double box around the compass rose at around 090 degrees in the picture.
The block is attached to the dashed heading select indication.

The "noodle" is not the magenta line. It is the trend line while in a turn.

It's the white segmented line at the nose of the plane.
It can be one, two or three (as in this picture) segments long and as you bank and turn.
The number of segments is controlled by the range you select on the MCP.
The "noodle" bends left or right to show the projection of the turn.



  

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Re: Lou - STORIES
Reply #143 - Apr 20th, 2011 at 1:30am
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Ahh, forgot about the trend line.
  

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Re: Lou - STORIES
Reply #144 - Apr 20th, 2011 at 5:30am
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audiohavoc wrote on Apr 20th, 2011 at 1:30am:
Ahh, forgot about the trend line.

I didn't even know it was a trend line! Embarrassed
  

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Re: Lou - STORIES
Reply #145 - Apr 20th, 2011 at 5:47am
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Markoz wrote on Apr 20th, 2011 at 5:30am:
audiohavoc wrote on Apr 20th, 2011 at 1:30am:
Ahh, forgot about the trend line.

I didn't even know it was a trend line! Embarrassed


Now you know.  Another helpful guide on some glass navigation displays is a green arc that shows the predicted distance to the altitude dialed into the MCP.  This is really useful when climbing or descending in vertical speed mode, especially when you are expected to be at a specific altitude when crossing a waypoint.  You can adjust the vertical speed until the green arc overlays the desired waypoint to ensure that you reach the desired altitude when crossing.  After some time navigating an old bird like the 727 with only VOR/DME/ADF navigation, you really come to appreciate how much information is displayed on the ND.  RNAV capable aircraft with an FMS really make navigation much easier, but they can be a real crutch for pilots who don't know how to navigate with basic nav radios and charts.


  

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Re: Lou - STORIES
Reply #146 - Apr 21st, 2011 at 2:58pm
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Hey, Lou, I'd like to drop two small items to trigger a story.  Cheesy

First, the use of reverse thrust after touchdown together with the problem to maintain a "stable" airflow over the rudder. Problem with the 727 or a thing to disregard? I've read both versions so far, so we need a lourification on this.  Smiley

Second, and also focused on the rear engine mounts of some planes, is the icing problem when all the "air suck up arrangements" are in the back of the plane.
I've read that Boeing was very anxious about the whole icing thingy since "dropped" ice may enter the engines, unlike on planes where the engines are wing mounted.
I've read that, because of this awareness, even some roof mounted antennas were de-iced by active heating to protect the No 2 engine.
  
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Re: Lou - STORIES
Reply #147 - Apr 21st, 2011 at 7:12pm
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CoolP asked: Re: Lou - STORIES
Reply #146 - Today at 10:58:50   Hey, Lou, I'd like to drop two small items to trigger a story.  

First, the use of reverse thrust after touchdown together with the problem to maintain a "stable" airflow over the rudder. Problem with the 727 or a thing to disregard? I've read both versions so far, so we need a lourification on this.  

Second, and also focused on the rear engine mounts of some planes, is the icing problem when all the "air suck up arrangements" are in the back of the plane.
I've read that Boeing was very anxious about the whole icing thingy since "dropped" ice may enter the engines, unlike on planes where the engines are wing mounted.
I've read that, because of this awareness, even some roof mounted antennas were de-iced by active heating to protect the No 2 engine.


Answer to first question: The best answer is the school house answer - Delay reverse until nose wheel is on the ground.

Now what happened in the real world was that most pilots would select reverse detent (idle) as the nose was coming down, then apply desired reverse with nose wheel contact. I don't ever remember this being a big deal on the 727. Remember the center engine cascade vanes are horizontal and the pod engines are vertical. This tends to keep the effect of reverse on the rudder to a minimum. The 707 and other planes, where the outboard engines are far out on the wing, did make a big difference if one of the outboard engines did not go into reverse. I remember that the flight engineer would monitor the reverser lights and holler like a stuck pig if one did not go into reverse.  Shocked

Second question: The 727 was not as prone to ice FOD (foreign object damage) as was the MD-80. The nose wheel on the 727 had a "chine" molded into the tire to keep spray down. The Roof antennas were heated to avoid chunks of ice breaking off and going into the center engine. The MD-80 was just a mess. The nose wheel was a bigger problem than the 727 and had a "mud flap" to keep the spray from going over the wing into the engine, which was a NO GO item if it was missing. They also had a few gliders from large chunks of ice shedding off the inboard wing root and going right into the fan. SAS comes to mind!

The solution was to put a heating blanket at that section of the upper wing surface, or de-ice the wing almost every flight. Some planes had short string tufts in this critical area so the pilot, on walk around, could check if ice had formed. This was not just a cold weather problem, but even on warm days ice would form because of the cold fuel in the tank.
  

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Re: Lou - STORIES
Reply #148 - Apr 21st, 2011 at 8:54pm
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Thanks, Lou, for lourification.  Cheesy

I just came up with that rudder airflow thing since I've read about some advice to let the No 1&3 thrust setting stay lower than the No 2 one when in reverse.
Found the source, here it is, left side of the excerpt.


Just wanted to hear some rw experience of yours there since you always say that the aircraft hasn't read the manual, which is true of course.  Smiley
  
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Re: Lou - STORIES
Reply #149 - Apr 21st, 2011 at 9:26pm
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Yup, that is the school house chapter and verse indeed.

The original 727-100 had blocker doors which were VERY effective, but I guess the stress on the reverser and resultant high maintenance cost spelled the end of the doors and the birth of the cascade system.

This fiddling with the reverser levers trying to just pull on the middle handle and steer the plane and work the brakes was not very practical while going down the runway at 200 feet a second! What we ended up teaching was - when it's wet, delay the reverse until the nose is on the ground. In a crosswind, nobody held the nose off. It took only 2 or 3 seconds to smoothly lower the nose to the runway and starting to deploy the reverser as the nose was coming down took about the same time.

On touch down, first you deploy the speed break, then as you started the nose down you would pull on the reverse levers. The levers would stop at the interlock detent and you could feel them unlock. Then we would yank them to the 12 o'clock position (max) and quickly go forward to about 11 o'clock. That would give you around 1.60 EPR. We would try to be at idle reverse by 80 knots so as not to get a compressor stall. You could leave them at idle until clearing the runway, but you never would want to go from high reverse to forward thrust because you would get what is called a "forward thrust bump." Basically a push forward - not good!  Angry

Lou
  

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