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Post by mog on Nov 20, 2013 11:44:23 GMT
Great thanks for that Walter, I've got it, all I have to do is remember how it works!!! I haven't worked on 1-11s since B.Cal. Dan Air days! so I'm a bit rusty.
Thanks again Walter,
Mog
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Post by walterleo on Nov 20, 2013 14:32:57 GMT
Great thanks for that Walter, I've got it, all I have to do is remember how it works!!! I haven't worked on 1-11s since B.Cal. Dan Air days! so I'm a bit rusty. Thanks again Walter, Mog David Malthbys Flying guide is very good. The best climbing BAC 111 is the 475 (the shortbody with the 500 engines). But still its not overpowered, therefore flying it by hand is still a pleasure and easy. Attachment DeletedEnjoy! Walter
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Post by mog on Nov 22, 2013 11:19:05 GMT
Thanks for that Walter, I was thinking the other evening what were the figures for starting? I will be able to remind myself now, we had all sorts of marks at Dan Air, the best I suppose was the 500 series, they had water injection for thrust augmentation on take off. The beauty of the engine installation on the 1-11 was that the engines were self regulating, once set up, all the pilot had to do was push the throttles up to the stops and the engine controlled its own temps and speeds. It was the same engine in the British Phantom only with reheat, no lack of power there, in fact the engine had to be down rated because the intake size limited its performance. Right history lesson over.
Thanks again matey
Mog
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Post by walterleo on Nov 25, 2013 10:03:03 GMT
Hi Mog: The Top Temp switches on the pedestal are working and not using them you can kill the engines, its all simulated and water injection works on the models, which had it in reality. What I dont understand well is the switching for the correct working of the airpressure system. Its not explained in the manual and passing 10.000 ft the horn starts. The speeds for take off and landing are implemented in the table and the speedbooklet and the marks on the ASI move accordingly if you click on the speedbooklet. Take off and landing distances are provided for ISA at sea level: www.bac1-11jet.co.uk/Checklists are available here: simviation.com//cgi-bin/syb2.cgi?section=misc&file=Fs9bac1.zipand are implemented in the simulation. Kind regards Walter
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Post by mog on Nov 26, 2013 12:01:51 GMT
Hi Walter, What we are doing here is probably very naughty we're discussing a BAC on a Douglas forum, smacked legs all round ouch! It's a long time since I worked on them so I haven't got any manuals anymore but I found this, www.cbfsim.co.uk/cbfs_bb/viewtopic.php?f=6&t=21919 which may answer your question, I seem to remember our crews saying the pressurisation was a cow to set up, it was very old school huff and puff none of your electronic controls, all aneroid and control capsules which explains all the pax. holding their noses and going puce trying to clear their ears after landing! Beers for now Mog
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Post by aerofoto - HJG Admin on Nov 26, 2013 18:09:43 GMT
Very .... VERY NAUGHTY INDEED .... but .... we're not marinets here, so, we do indulge in a little forgeiveness as well In respect of the superb DMFS BAC ONE ELEVEN simulations .... The place to "officially" enquire/discuss details regarding technical aspects of these simulations (because they provide support for all of David MALTBY's and Rick PIPER's stuff) is the CLASSIC BRITISH FLIGHTSIM (CBFS) website at the following address .... www.cbfsim.co.uk/ .... and since HJG doesn't host, nor provide support, for any of these other simulations. Having said that though I'll take the liberty of "suggesting" .... "in FS terms" I assume the cabin pressurization system on the DMFS BAC ONE ELEVEN panels must work somewhat similarly to that featured in each of the HJG hosted HILMERBY/CARTY DC9 panels. Using the HJG DC9 simulations and panel options I generally set the pressurizatiion system to an altitude value of around 8,500 FT .... which, I understand, to be an appropriate value for intended cruise at around 31,000 FT .... and in doing so I've never experienced any problem/s whatsoever. I don't think the BAC ONE ELEVEN's ever cruised much in excess of around 25,000 to 27,000 FT on most routes .... so .... I guess the cabin pressurization system should be set to a slightly lower altitude value. Either way/Using either simulation .... one "WILL" be subjected to a constant warning horn/alarm that'll be activated at somewhere above 10,000 FT "IF" the cabin pressurization system isn't set, or, is otherwise set incorrectly. Mark C AKL/NZ
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Post by walterleo on Nov 26, 2013 22:01:54 GMT
Thanks Mog and Mark: Its the safety valve (it was open!) Stupid of me!
End of BAC 111eling I hope! I flew twice in a Dan Air 111 as Pax, my ears still are intact!
Walter
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