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Post by joscyriacv2 on Apr 27, 2024 10:00:40 GMT
Continental Micronesia, Inc. (CMI) was a Guamanian company which was a wholly owned subsidiary of Continental Airlines. It operated daily flights to Honolulu, Hawaii, as well as international services to Asia, Micronesia and Australia from its base of operations at Antonio B. Won Pat International Airport on Guam, a U.S. territory in the western Pacific Ocean. Their 1994 schedules list a few flights from Guam to Honolulu. Some of them stops at 6 islands and is operated by B727s. Some are operated by DC-10-10. As I hadn't flown a DC-10 in quite some time, I thought this would be a perfect flight as I had about 7 hours at hand. At 3300nm, this route is at the limits of the DC-10-10's range. Flight planning using AJPC indicated that we have to have almost a full fuel load, restricted payload and takeoff at MTOW (430,000lbs). We will have decent tailwinds and a warm atmosphere (ISA+10) which will limit our initial cruising altitude to FL290. Payload available was 47,000 lbs which corresponded to about 235 pax and their baggage. As we're simulating a 1994 schedule, using the INS would be period appropriate. I got some amazing scenery for Guam from AVSIM but as the schedule called for a 7.30p departure, I couldn't get any daylight shots. I did get some arrival shots at HNL as arrival was scheduled after sunrise. Airline: Continental Micronesia; Flt No: CS/CMI 934; Aircraft : DC-10-10; Regn: N68042; Dep: Antonio B Won Pat Intl, Guam (PGUM/GUM); 7.30p Arr: Daniel K Inouye Int'l, Honolulu, Hawaii, USA (PHNL/HNL); 6.30a  After takeoff. There was some rain which is not visible here.  Initial cruise. Burning nearly 20k lbs fuel per hour. We're doing M0.84 to make up for lost time as we departed about an hour behind schedule. The aircraft is almost at Max N1% for cruise owing to the thin air as its about ISA+10C outside. We're navigating using INS doing a groundspeed of 542 kts.  There was something in the paper about a pink moon. Didn't take any more photos as it was a dark flight over a featureless ocean.  Descending on approach to Hawaii. We had Honolulu Center online providing ATC on VATSIM.  Below the clouds.  Shot taken from John Rodgers Field which is on the approach to HNL runway 08L. A video shot from the cockpit during the ILS approach to runway 08L.  Landed and parked. This flight was operated on VATSIM and flight was recorded and filed at Air France Virtual Airlines (AFVA). The filed PIREP can be found here which has recorded all the flight data including, speeds, weights, consumptions, takeoff and landing performance etc. This was a satisfactory flight, which performed as planned, ending with planned reserve fuel and ofcourse the joy which was handflying the landing and having virtual ATC on approach to Honolulu on VATSIM. Cyriac |
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Post by Herman on Apr 27, 2024 10:59:50 GMT
Very nice images\video of your flight of the Continental Micronesia DC-10-10 from Guam to Honolulu.  Herman |
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Post by aerofoto - HJG Admin on Apr 27, 2024 23:04:56 GMT
Nice presentation (seeing our simulations being used as intended/being put to good practical/meaningful use) .... and a presentation that's promoted an opportunity for me to do something I've been trying to do over the past several weeks but haven't had time to attend to (at least not in the manner I've been meaning to so this/what follows will have to suffice for the time being) .... That can be done (if desired), but, our DC-10 panels also feature a superb Auto-Land system too .... which (as the term suggests) will fly the approach to landing (in conjunction with ILS/GS aids, the AT, and requiring both AP1 and AP2 being engaged) and will literally, as well as very precisely too (so long as Landing V-REF is noted and the calculated AT speeds are flown accordingly), auto-flare, auto-retard power, land the simulation, auto-de-rotate, and then auto-disengage the AP during roll-out after landing too. A nice piece of FS engineering created by our George CARTY. Panel development of the entire range of DC-10 simulations we offer were aided by a group of retired AIR NZ DC-10 FE's whom I interviewed several times, and at length, in order to acquire all the necessary information to facilitate what George has been able to achieve. Our L-1011 TRISTAR simulations also feature a very similar AL system too, but, the DC-10 simulations are the developments I'm most proud .... but "only when using our currently offered DC-10 panel range". Using alternative DC-10 panels one will be denied a lot of the functionality these simulations actually offer .... and which may impact some performances of our simulations too. Getting back to our DC-10 simulations though: Another beauty of the DC-10 panels we offer is they each feature all the necessary complexity for those whom want that .... AND .... they also feature the "simplicity" for those whom prefer that too (in either case all essential panel items are "ON" by default .... with the exception of lighting, radio, navigation, and WX Radar settings) .... so .... both FS End User preferences are well catered for. The engine startup procedures engineered into these panels are a prime example of this. The fully manual startup procedure is available .... but which requires FE sub panel systems to be "manually configured" for engine startup, then, "manually reconfigured" again following engine startup .... for those liking such fidelity and to the extent that the End User must do "everything" themselves. And for those preferring "simplicity" .... all one needs do is select keyboard commands "CTRL+E" .... and the panel/FE sub panel will then "AUTO-CONFIGURE" (one will hear, and see, FE sub panel located switches auto-flicking back and forward). This commences with the APU being auto-started first and which requires a duration of some 80 seconds before it comes online/is available prior to starting the engines .... and then auto-starting all 3 engines individually in the order of #3, #1, #2 (normally FS auto-start procedures start the engines in numerical order, but, George was able to "FORCE ENGINEER" engine startups for our DC-10 panel offerings to work in the correct RW sequence), then once again auto-reconfigure the FE sub panel and auto-shutdown the APU (another 80 seconds duration) following startup of all 3 engines. Using this auto-start procedure .... the entire engine startup procedure is of some 3-4 minutes duration .... the entirety of which is accomplished with the End User not needing to touch a solitary switch. Things can't be made to function any easier than that. An important note here though: If implementing the engine auto-start procedure and eyeballing this in "FS external viewing mode" .... THEN .... one might be mistaken by believing nothing appears to be happening following keyboard commands "CTRL+E" first being selected. The critical thing to remember here is "that 80 SECOND duration" required to auto-start the APU first, and then, auto-configure the FE sub panel "BEFORE" the auto-engine startup procedures are commenced and completed. Here's a couple of video tutorials demonstrating both auto and manual engine startup procedures for the DC-10 simulations we offer .... 1. AUTO-ENGINE STARTUP .... USING FS "CTRL+E" AUTO_START PROCEDURE (DC-10-15/30 GE CF6-50 TURBOFAN ENGINESwww.youtube.com/watch?v=jClY2c1kESMwww.youtube.com/watch?v=GTP8fz56Jzs2. MANUAL ENGINE STARTUP (DC-10-10 GE CF6-6 TURBOFAN ENGINES)www.youtube.com/watch?v=oKsRksZ_Y_MPLEASE NOTE: This particular video commences by demonstrating the enormous functionality compiled into the DC-10 panels we offer. It's not actually necessary to select all of the featured items "OFF" and beforehand, but, this option is available, as demonstrated, "only for the benefit of those whom desire implementing a "full cold and dark scenario manual engine startup scenario". 3. MANUAL ENGINE STARTUP - APU U/S AND USING ENGHINE #2 BLEED AIR FOR ENGINE STARTUP (DC-10-15/30 GE CF6-60 TURBOFAN ENGINESwww.youtube.com/watch?v=d_a_FuyjCEoPLEASE NOTE: This particular video also commences by demonstrating the enormous functionality designed into the DC-10 panels we offer .... an to which the above foot note (concerning the cold and dark scenario) is similarly applicable. PLEASE NOTE ALSO: This particular engine startup option is actually "A VERY RARE SCENARIO" .... only ever used should the APU be U/S. In fact during the late 1970's, throughout 80's, and into the 1990's too (during which time I was up close and personal with DC-10's) I only ever saw it implemented "once" .... with a UTA aircraft at AKL. I was going to present the above information in regard to further explanation (basic reminders about certain features) concerning the following forthcoming panel gauges/core files updates .... tonymadgehjg.proboards.com/thread/10504/forthcoming-upgrades-improvements.... BUT AGAIN .... times simply not been in my favor lately to be able to do so. Therefore this's just as good an opportunity albeit what I've presented here-in isn't what I actually envisaged, but, is (hopefully) sufficient to demonstrate how both complexity and simplicity (whichever one prefers) are well catered for in our DC-10 simulations  Mark C AKL/NZ |
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Post by aerofoto - HJG Admin on Apr 28, 2024 5:05:21 GMT
Just a further brief comment in regard to the DC-10 and Auto-Land versus Hand Flying approaches to landing.
I recall reading "somewhere" that NWA DC-10-40's weren't equipped with AL systems at all .... therefore obviously requiring their crews to HF approaches to landing.
Our "NWA configuration DC-10-40 panel/simulation" (our other DC-10-40 panels/simulations are JAL DC-10-40D and -40I configurations .... different weights, engine thrust, and panel/gauge configurations than the NWA DC-10-40 version) is AL featured though (as are all of our DC-10 panels anyway), so, users then have the choice as to whether or not they want to HF or AL their approaches to landing.
Just thought this an "interesting" point to share as not all DC-10's were featured the same systems in accordance with differing operator preferences.
Not sure if NWA's DC-10-30's were AL featured though .... they might have been given these aircraft were added to their fleet much later on having been acquired from other operators.
Similarly I don't know if any of the ex-NWA DC-10-40's were later AL featured upon their entering service with other operators either .... possibly not though given they weren't so equipped whilst in lengthy service with NWA and their time with other operators was of relatively short duration.
Mark C
AKL/NZ
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Post by joscyriacv2 on Apr 29, 2024 4:46:07 GMT
Thank you Herman and Mark. With regards to the Ctrl+E, I never knew that the simulation would go through the whole APU startup process. I assumed that when you press Ctrl+E, the engines would simply light up. This is some marvel. I'd never tried so I didn't know.
Starting engines from #2's bleed air is also news to me. I wonder what kind of situation would require that. If you can get the APU to start one of the engines then why not the other 2 as well? I've wondered the same with the DC-8 engine startup. If i can get the GPU to start one of the engines, then why can't i use the same to start the other 3? Only reason i can think of is airport charges. Maybe Mark will know better.
Cyriac
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Post by aerofoto - HJG Admin on Apr 29, 2024 6:44:18 GMT
It "SURE IS". So I'm glad I mentioned it .... even though it's compiled within "SECTION 4.00" of our following-linked forum based DC-10 manual tonymadgehjg.proboards.com/thread/9147/dc10-panel-installation-handling-notesNot a new or recent addition. Our DC-10 simulations have been compiled with this option since they (their Panels and Panel Gauges/Core Files offerings) were last re-released around 2018 .... I think it was. Using the FS auto-start procedure though .... and as I mentioned within the first of my above replies: "IF" practicing this procedure from FS external viewing mode, then be mindful of the fact there'll be an approximately "80 second" duration .... following selecting CTRL+E .... and within which one may think absolutely nothing's happening. Be patient .... and "WAIT". It's within this duration the panel's auto-configuring in order to auto-start the APU (first) .... so the engines can each then be auto-started in succession. And following completion of the engine auto-start process there'll similarly be another approximately "80 second" duration too .... and within which the panel's once again auto-reconfigured and the APU then auto-shutdown. Beauty of this procedure's one doesn't need to touch a thing beyond the the "CTRL+E" keyboard commands. And once everything's stable, following engine startup and panel auto-reconfiguration, then all one needs to do is set panel radios, navigation, lighting, WX Radar features and then configure the simulation (flaps/slats and elevator trim etc), for TO/departure .... just as easily as one might do for any far more simplistic panel/simulation. This particular option's so far only available for our DC-10 panels/simulations offerings .... but not anything else that's currently released. It's "a very rare" procedure. Only used if the APU is "OUT" (U/S) during any turn-around. During 16 years of my own "up close and personal with DC-10's time" (1979-95 .... and throughout my entire 40 years spent "up close and personal with civil aircraft" until 2019) when these aircraft/DC-10's were common at AKL, I only ever saw the "APU OUT" procedure used "ONCE ONLY" with a DC-10-30 (operated by UTA). It requires ground based support to start Engine #2 .... then that engine run up to "a certain RPM" in order to generate sufficient bleed air to start the remaining Engines #1 and #3. Such very likely can be done "in the RW" .... but .... specific engines can become generators for different systems on some aircraft. Some aircraft types/versions may also be engineered differently too in accordance with operator engineering configuration preference/s (I'm not sure). And procedures practiced by some operators might differ as well. In the case of AIR NZ's DC-10-30's though (upon which a lot of our own simulated DC-10 procedure's based .... having been aided by the support/input provided by some of their retired FE's) ground assistance was employed to start the "#2/tail engine" (according to the company AOM/manual) during any APU "OUT" scenario .... then .... its bleed air used generate pneumatic air supply in order to start the remaining engines #1 and #3. During normal procedure startups (again for AIR NZ DC-10-30's) I remember noting 2 engines could be (and generally always were) started together using APU generated bleed air. In the case of most, if not all, DC-8's though it was the "#3 engine" that was started first using ground support (whether or not this changed for the 70's SERIES I don't know), and its bleed air then used to start the remaining engines #4, #1, and #2. As an alternative engine startup procedure using our DC-8 simulations/panels one can also keep the ground support/Huffer blowing (again AIR NZ DC-8-52 procedure), after starting engine #3, and in order to start each of the 3 remaining engines too (rather than running the #3 engine up to high RPM in order to generate the required pneumatic air pressure), then shutting down ground support once all 4 engines are running .... and which is the procedure I mostly use/simulate. In the case of our B707/B720/C-135 and CV880/CV990 panels/simulations: The compiled engine startup procedures are "modeled on those for our DC-8's" .... for convenience/ease of adaption and commonality among what we offer (we were considering revising this recently, but, elected not to do so .... since doing so would have meant readjusting a number of other details too .... and which I opted not to pursue). Startup procedures for our B707's/B720's/C-135's and CV880's/CV990's have therefore been subjected to a wee bit of "technical artistic license" .... but which we seldom ever exploit in regard to what we do. In reality the engine bleed air procedure (in respect of which engine was started first) on these particular aircraft likely differed from that used for DC-8's. Mark C AKL/NZ |
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Post by aerofoto - HJG Admin on May 2, 2024 9:58:58 GMT
Bit of "a digress" here, but, still in-line with the validity of ground assisted engine #3 startup (first) with DC-8's .... P&W JT3D-3B DC-8-50/61 ONLY .... looks to be a #3/#4/#2/#1 start .... youtu.be/Jr9VCsafO5A?t=252youtu.be/P_USqwNZvoI?t=100P&W JT3D-7 DC-8-62/63 ONLY .... youtu.be/O_MPBupcOIE?t=84DC-10-15/30 GE CF6-50 ONLY: Looks to be the alternative engine bleed air assisted startup, BUT, using engine #1. Can't tell whether or not ground assistance was used to start engine #1 in this particular case (it "IS" in the following-linked video of the very same aircraft). After push-back power on engine #1 can be heard to be accelerated somewhat .... likely to generate bleed air to start the remaining engines .... then reduced to almost idle running speed afterward. As I tried to say above. Procedure/s among some aircraft (even of the same type), and as practiced by some operators too, do vary .... www.youtube.com/watch?v=ZO2Pi9wZvuMVery same DC-10-30 but apparently using ground support to start engine #1 engine DC-10-30 .... www.youtube.com/watch?v=2jWlaaQMXaAAND DIGRESSING FURTHER .... just for the hell of it .... If an engine still needs adjustment following maintenance ....  www.youtube.com/watch?v=dh57asS6oZcStarted successfullly this time .... www.youtube.com/watch?v=cQH48XCQJDsOn a note here: The GE CF6-50 turbofan is a notoriously slow spooler "during engine startup". DC-10-30 once again: APU assisted start of possibly both engines #3 and #2 together .... then engine #1 finally (procedure used by AIR NZ). www.youtube.com/watch?v=xDeLwWw_o5UMark C AKL/NZ |
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Post by joscyriacv2 on May 6, 2024 6:00:17 GMT
This is an event I have always imagined happening but never seen it yet. Something to do with the timing belt I guess  |
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Post by joscyriacv2 on May 6, 2024 6:02:36 GMT
In the case of our B707/B720/C-135 and CV880/CV990 panels/simulations: The compiled engine startup procedures are "modeled on those for our DC-8's" .... for convenience/ease of adaption and commonality among what we offer (we were considering revising this recently, but, elected not to do so .... since doing so would have meant readjusting a number of other details too .... and which I opted not to pursue). Startup procedures for our B707's/B720's/C-135's and CV880's/CV990's have therefore been subjected to a wee bit of "technical artistic license" .... but which we seldom ever exploit in regard to what we do. In reality the engine bleed air procedure (in respect of which engine was started first) on these particular aircraft likely differed from that used for DC-8's. According to some posts I saw on airliners.net, the 707 engine start-up sequence is 3-4-2-1 as well. |
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Post by aerofoto - HJG Admin on May 6, 2024 9:27:27 GMT
Then it must be the RW CV800/CV990 engines procedures (only) that differed .... in the sense of which engine "must be started first". We suspect it was Engine #2 .... for the CV880/CV990. We recently had an opportunity to to edit/'revise the engine startup procedures for our current CV880/CV990 simulations as part of of the following-linked Panel Gauges/Core Files edits we expect to release this month .... tonymadgehjg.proboards.com/thread/10504/forthcoming-upgrades-improvements.... but I opted "NOT TO" change the engine startup sequence we already have (for our CV880/CV990 simulations) so these, as well as those for our B707's/B720's/C-135's/and DC-8's too, each remain "standardized" (a rare liberty/departure from the RW fidelity we generally like to try'n implement "where we can"). Too many things can go wrong though when/if we start fiddling with stuff as "finely tuned as some of our own panel data is" so I'm simply not prepared to risk destabilizing things. Hence I made the decision to keep everything "AS-IS". I've never seen the like of what's evident in the above DC-10 engine startup video, but, have seen something similar .... "the next best thing" When UA first commenced flying into AKL/NZ (UA acquired PA's Pacific operations) during the mid 1980's) they used B741's on the route. On 2 occasions I witnessed what appeared to be "quite spectacular" (to one's sight and sound) engine surges with their aircraft during rollout after landing and with reverse thrust pulled on. "Huge pillars of flames poured out the tail pipe of one the engines .... and there was "a colossal "BANG" (it sounded like a cannon going off) .... as I said it was "QUITE SPECTACULAR". I've since learned such can happen if reverse thrust isn't cancelled by 80 KTS. The engines can then ingest their own warm air and start "BANGING" and putting on quite an impressive "FIREWORKS" display I ever managed to capture any this on film though, but, relive these events in my mind/memory and for this particular telling Mark C AKL/NZ |
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Post by aerofoto - HJG Admin on May 8, 2024 22:18:08 GMT
Further my above comments: Was thinking what's evident in the case of the above presented DC-10 engine startup video (engine needing adjustment title) is probably subsequent to an engine change and as such is probably not all that rare an event. The following videos more-or-less capture what I described witnessing (the engine surge/backfire/compressor stall) a couple of times with UA B741's at AKL/NZAA .... CABIN PERSPECTIVE www.youtube.com/watch?v=HEIdB4sOuS8EXTERNAL PERSPECTIVE www.youtube.com/watch?v=BSoz0VB7afowww.youtube.com/watch?v=BPm2z4V43BwOnly other times I've seen something similar .... "but completely normal" .... is during engine startups with B747-100's, DC-8-50's, and F27's during the 1970's and 80's. Depending upon where one stood relative to one's angle of engine view during startup it was "perfectly normal" to see the fires during the startup ignition stage. youtu.be/zlg9p9JX6KY?t=10DC-8-50's could be particularly spectacular though (if circumstances and conditions were right) momentarily exhibiting flames extending several feet behind the engine tail pipes during normal engine startup procedures Mark C AKL/NZ |
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