travelsonic wrote:Ohhhh good catch on the IFE controls! Actually, in that case, it could be from a few aircraft - 757, 767 (200 or 300), A300, or MD-11 for all we know.
mirrodie wrote:What’s the l1011 chime?
I have the cabin chime ….
I thought the issue at JNB is tire speed. There is enough MTOW, and runway is long enough engine thrust is not limiting either. It's really not enough wing to generate lift at max tire speed Delta had special rated tires developed for 777LR to allow higher Vr. Maybe the "tire mod" is also...Jump to post
Flew both 747-100s and 200s and don't remember any wire up there. HF antenna was rod like structure trailing on the wingtips. Maybe the early Pan Am 747s had a wire? The wire antenna is a cheap and easy way to add HF to an aircraft that was built without it. Most widebodies were built with HF from ...Jump to post
The one thing that sticks in my mind were the "Dyna-fan" oval stickers on the engine of the fan jet powered 707s. Before the internet and unless you knew somebody at TWA, this name would stick in my mind puzzling me as to what it meant. Then one day, I think it was in National Geographic ...Jump to post
Never flew TWA but I remember them flying their 747-200s to San Juan all the time. During the merger, 757s were more common. Ironic that I now live in STL and could have flown direct to/from SJU if I wanted to (assuming TWA still flew the route). WN now provides weekly non stop to SJU but I could n...Jump to post
During one of those flights, they let me sit in the Captain's seat and it was one of the most memorable experiences I ever had as a child. I remember the flight crews always being super friendly (although in the mid 90's it definitely took a turn for the worse). Another TWA memory that I have is du...Jump to post
That is a much higher neutral point than the L-1011. I’m glad that the system was finally used on another airplane.
Is there a steep approach switch in the cockpit? The L-1011 used a 30 degree flap switch to activate DLC.
DLC allowed for the aircraft to maintain a constant pitch angle on approach while using spoilers to correct for glide path variations. Did the tailplane have any involvement when DLC was in operation? Regards, JetMech Yes, the flying stabilizer operated normally with the control yoke, there was no ...Jump to post
You can see DLC in action in this video. When the flaps are deployed from 22 to 33, the spoilers assume their new neutral at 3:53. After that point, when the pilot pushes forward on the yoke the spoilers retract. When he pulls back, they deploy further. http://www.youtube.com/watch?v=Vf2nFYHKGuU So...Jump to post
Short answer : Direct Lift Control (DLC). DLC allowed for the aircraft to maintain a constant pitch angle on approach while using spoilers to correct for glide path variations. A pretty good explanation here: http://www.airliners.net/forum/viewtopic.php?t=99463 You can see DLC in action in this vide...Jump to post
EWR-ARN on MH for $99 USD return. It was not a mistake, just a promo fare in the middle of winter. Stockholm was empty (and cold) in December. That's a great deal for a transatlantic flight. Any meal service? The service on Malaysian was great (it was around 2004). On climbout, drink service began ...Jump to post
EWR-ARN on MH for $99 USD return. It was not a mistake, just a promo fare in the middle of winter. Stockholm was empty (and cold) in December.Jump to post
Just how far was the rental car lot at STL? :) That lot was parking for the current terminal 2. I believe it was long term parking at the time, just across I-70 from the Stouffer Concourse Hotel (now Renaissance). I was going to Parks college in Cahokia when the movie was shot in STL. I went to Par...Jump to post
ContinentalEWR wrote:Many 757s in the fleet, I thought, were approaching their cycle limits.
My guess is it was to match the new Convairs coming online. The rocket stripe 707 livery had the “Boeing 707” delivery livery (no globes), the “Superjet” livery with the black radome (globes added in around 1962), classic “StarStream 707” livery which went back to the original radome and the final g...Jump to post
I would also say that the engines wont be as easy as that to get rid of as people think. Only the inboard engines have the hydraulic system for reverse thrust, so anyone that needed a new motor, would effectively have to buy them in pairs or full sets. The thrust reverser assembly stays with the ai...Jump to post
dc10lover wrote:I would pay off the aircraft before it arrives at Alaska Airlines for service. (Higher profits).
In the press release, it mentions this ship will be the first delivered. Typo?
It will be interesting to see what RR will do with the -524 now that BA is out of the game. Granted, Cargolux is an original operator of the engine and they should still keep supporting those airframes. The PW4000 and GE CF6 both have military applications that will keep them around for decades.Jump to post
I believe where the two windows are located on the model (starboard side) is where the cart lift is located.Jump to post
Your former employer made the switch to FADEC engines, with the 1600s. Amazon bought 7 of those, so those Amazon-owned planes have FADEC GEs, if they ever make it through conversion. I guess Amazon is in no rush. Here’s some gee-whiz info: If you want to identify a FADEC GE engine from a non FADEC ...Jump to post
This is ex-DL N1501P, a low-cycle, high-hour aircraft. At conversion in TLV in late 2019, she had 21647 cycles, but 115266 hours. I think this is one of the ones that Spacepope was convinced was for parts, not conversion, based on her hours. The DL 1501-1506 planes have non-FADEC CF6 engines, which...Jump to post
Pretty-sure that the Widget airline would give them a hard look if UA parked them. Before someone brings up the engine differences, I would like to point out that DL has maintained RR 757s in the past and has a maintenance training course for the RR RB211-535 engine. I don’t think DL will be buying...Jump to post
SXDFC wrote:Hello All:
Lastly does anyone have any pictures of the TWA 747 cockpit back in the day?
cosyr wrote:Sort of unrelated, but weren't TWA's 767's the only ones built with a 3 man cockpit? I know that was for union reasons, but it seems TW did a lot of different cockpit arrangements from their peers.
During that time , most airlines selected their own 747 cockpit lay-out, influenced by their own operational and technical departments with lessons learned during the operation of the early jets (707, DC8, etc ) A couple of airlines even had the Autopilot engage switches on the right side, like the...Jump to post
The KLM 747 above has GE engines and therefore no EPR indicator. The primary engine indicator is N1 on the KLM, EPR on the TWA/IIAF. The TWA light switches were similar to a household light switch. Up is on and down is off. On the overhead, on was aft and off was forward. I believe that the L-1011 w...Jump to post
The CF6-80C2 does have a larger intake ring than the PW4000, but the -80A2 has a much smaller one similar to the PW4000. I keep forgetting about the A2, thanks for pointing that out. There are not many left, mostly on -200 freighters. Also most -300s were built with -C2s, with Delta domestic -300s ...Jump to post
I would have thought an INOP reverser on the center engine is preferable to 1 or 3. Maybe from a flight ops, point-of-view. But, locking out an inoperative #2 thrust reverser is an order of magnitude more difficult than the wing engines. Let me translate: But, locking out an inoperative #2 thrust r...Jump to post
DN4CAAD wrote:It is scary how you can tell so much from a photo then again I suppose working on the pictured jets does make things easier.