petermcleland 48 Posted October 21, 2010 Report Share Posted October 21, 2010 I thought I would try a long trip in my iFly BBJ3, and I took a series of pictures along the way. Pushing back from the gate at Fly Tampa's KBOS Boston. The tractor has disconnected and is driving away. Mathijs is about to wave me to taxy away. Farewell to Boston and... ...into the climb. A good rate of climb and VNAV SPD is keeping the speed at 250 kts. The flight is now automated with VNAV and LNAV engaged and doing all the work. I'm glad we are going to turn soon as that bright Sun is sending me to sleep! Just to shut it out for a bit...Here is the Captain's IFR Panel. Nearing the top of climb now and you can see the T/C mark on the map. We are already at our cruising speed of M 0.79. CARPE is our next waypoint and that is the beginning of the Atlantic crossing. There is a chap passing me on my right and he is going quite a bit faster than I am. A quick shot of the VC for the people that like them...I'm not sure that the HUD is working properly yet. There is the Cruise Page on the FMC and I see that the forecast fuel remaining at Frankfurt is 24,400 lbs The displays can be clicked to enlarge them and here I have clicked all three main ones. Here is a view of the overhead panel with all the switches where they should be (I hope!). There goes a British Airways chap in the opposite direction. I have set up my Aux fuel tanks like this...although they are called "Left" and "Right", they are actually Front and Rear. They are of equal capacity and the front one is 10 feet ahead of CofG and the rear one is 10 feet aft of CofG. They need no pumps or cocks to feed and with the normal switching of the centre tank pumps they wait till the centre is empty before feeding into the main wing tanks. The Aux tanks will then empty leaving the main wing tanks to empty last. In the real aeroplane I think they can only have their contents transfered on the ground. Here we are starting the main Atlantic crossing from CARPE to MALOT (1397 nms). Here is the FSNav map with Greenland sticking down at the top. Well it has got dark now so the remaining pictures are best viewed in a darkened room. As you can see here, the Centre Tank is now empty and the Aux tanks are draining into the Main Wing tanks and keeping them full. The left and right fuel gauges in the previous panel shot are showing the left and right quantities as the totals remaining in LEFT and RIGHT (ie Left Aux + Left and Right Aux + Right...in lbs x 1000) Descending over Frankfurt city now and... ...flying a manual approach for a change. Passing the football stadium... ...and crossing the autobahn. Rounding out and... Touching down. Hard to see, but out in front is the AES Follow Me car leading me to my stand. Shortly after that last picture I taxied into another aircraft and my BBJ3 started smoking so that was as far as I got...I hope you enjoyed my trip! Thanks for looking Link to post Share on other sites
hurricanemk1c 195 Posted October 21, 2010 Report Share Posted October 21, 2010 Great shots but a very expensive ending! Link to post Share on other sites
mutley 4,498 Posted October 21, 2010 Report Share Posted October 21, 2010 Super post Peter, I liked the VC shots as well as your commentary, very enjoyable. Joe Link to post Share on other sites
petermcleland 48 Posted October 21, 2010 Author Report Share Posted October 21, 2010 Thank you Kieran...Yes it was a disappointing end to a long flight :001_th_smiles48: Thank you Joe...Glad you enjoyed it Link to post Share on other sites
RB16015 0 Posted October 22, 2010 Report Share Posted October 22, 2010 Great shot. Too bad your plane has been destroyed by a collision. Here is a view of the overhead panel with all the switches where they should be (I hope!). Almost every switch is in it's right position. :icon_thumbup: Always engage your window heat or else you will be experiencing a blind flight due to frozen windshields. And only apply wing- /engine anti-ice when flying trough icing condition like clouds or you will be overloading the bleed air system of your plane. And if you like coffee when flying, you might turn on the galley switch Link to post Share on other sites
petermcleland 48 Posted October 22, 2010 Author Report Share Posted October 22, 2010 Noted RB...The Galley switch is one I've not used yet...Window heat I normally use but I suspect that this time I turned them off instead of on!...I'll read up again on the anticing. I was under the impression that it is in Auto when switched on and does nothing till icing conditions prevail. Thank you for the study and comments :001_th_smiles89: Link to post Share on other sites
RB16015 0 Posted October 22, 2010 Report Share Posted October 22, 2010 Unlike all other plane manufactured by Boeing (757, 747, etc) the 737 does not have a automatic system for it anti-ice system. As you can see on your overhead panel. There are 4 (blue) lights burning They tell us that for the WING ANTI-ICE the L & R VALVES are open. On the other side of the panel the lights are also burning for ENG ANTI-ICE both COWL VALVES are open. Only when you are on the ground with your throttles in idle it has an automatic function for both systems. This for when you start up your plane for example at -15 degrees with snow and ice. Link to post Share on other sites
petermcleland 48 Posted October 22, 2010 Author Report Share Posted October 22, 2010 Unlike all other plane manufactured by Boeing (757, 747, etc) the 737 does not have a automatic system for it anti-ice system. As you can see on your overhead panel. There are 4 (blue) lights burning They tell us that for the WING ANTI-ICE the L & R VALVES are open. On the other side of the panel the lights are also burning for ENG ANTI-ICE both COWL VALVES are open. Only when you are on the ground with your throttles in idle it has an automatic function for both systems. This for when you start up your plane for example at -15 degrees with snow and ice. I would refer you to page 101 of the manual:- Engine Anti-Ice System Operation The engine anti-ice system operation is automatic when the ENG ANTI-ICE switch is in ON Wing Anti-Ice System Operation In flight, the wing anti-ice system is automatic when the WING ANTI-ICE switch is in ON. Link to post Share on other sites
RB16015 0 Posted October 23, 2010 Report Share Posted October 23, 2010 I have used the Boeing Aircraft Maintenance Manual Part 1 for my information. ICE AND RAIN PROTECTION - WTAI - INTRODUCTION Purpose The wing thermal anti-ice system (WTAI) keeps ice from the leading edge of the wing. General Description The WTAI system uses hot air from the pneumatic system to heat the three inboard leading edge slats of the wing. A switch on the P5 forward overhead panel controls the operation of the WTAI system. The WTAI system may operate in flight or on the ground. When the system is on, the valves open and hot air from the pneumatic ducts goes to the leading edge of the wings. The heated air flows to the three inboard leading edge slat spray tubes. The air sprays into the slat cavities and exhausts overboard through holes in the bottom of the slats. Overheat switches in each wing leading edge, protect the slats from overheat. This overheat protection operates only when the airplane is on the ground. Switches on the control stand close the WTAI valves when you advance the engine thrust levers. This conserves engine thrust for takeoff. This thrust conservation protection only operates when the airplane is on the ground. The air/ground logic gives the wing anti-ice system air ground sense feedback. The engine and wing anti-ice module uses this feedback to enable overheat and thrust conservation protection for the wing anti-ice system. It also turns off the WTAI system during takeoff. Effectivity: TAV ALL ICE AND RAIN PROTECTION - INLET COWL ANTI-ICING SYSTEM - INTRODUCTION Purpose The inlet cowl anti-icing system keeps ice from forming on the engine inlet cowl. General Description Each engine has an inlet cowl anti-icing system. The systems operate in flight and on the ground. A switch on the P5 forward overhead panel controls the operation of each inlet cowl anti-icing system. When the system is on, the inlet cowl thermal anti-ice (TAI) valve opens. Hot air from the engine bleed air interstage duct goes through the valve into the hollow inlet cowl. The warm air increases the temperature in the inlet cowl. The warm air then goes overboard through a vent at the bottom of the cowl. Each engine is the source of its inlet cowl thermal anti-icing air. Thermal anti-icing air is from the engine bleed air interstage duct, upstream of the pressure regulator and shutoff valve. An inlet cowl TAI pressure switch monitors the pressure in the duct downstream of the inlet cowl anti-icing valve. Effectivity: TAV ALL Link to post Share on other sites
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