[jhb_airlines] Re: F100 performance

  • From: "Tom Smith" <ftd.smith@xxxxxxxxxxxxxx>
  • To: <jhb_airlines@xxxxxxxxxxxxx>
  • Date: Fri, 24 Dec 2004 18:53:40 -0000

about time you said something good about it
Tom
----- Original Message ----- 
From: <gwinsk@xxxxxxx>
To: <jhb_airlines@xxxxxxxxxxxxx>
Sent: Friday, December 24, 2004 6:35 PM
Subject: [jhb_airlines] Re: F100 performance


> Another nice gauge is the Pushback button. I'd previously thought the one 
> fitted to the
> A320 to be good; complete with options to turn left and right. The Fokker 
> button is
> simpler. Throw in a 1 or 2 and it will turn. Better still, no ground 
> handler!
>
> Gerry Winskill
> gwinsk@xxxxxxx
>
>
> On 24 Dec 2004 at 17:33, Bones wrote:
>
>> 1. Fuel for planned flight
>> 2. Fuel to reach alternative airfield
>> 3. Add 10% to the above total
>> 4. Fuel for 45 minutes holding
>> 5. Taxy fuel
>>
>> You remind me of something I forget to mention before. I like the
>> switch = on the PF panel that allows you to switch from Nav to GPS to
>> FNav. It's the first time I have seen such a beast and it was really
>> handy to enable = the FSNav readout on the EHSI. Getting DME readouts
>> to fixes and even your temporary fixes dragged from screen to plan was
>> very nice indeed..
>>
>> bones
>>
>> -----Original Message-----
>> From: jhb_airlines-bounce@xxxxxxxxxxxxx
>> [mailto:jhb_airlines-bounce@xxxxxxxxxxxxx] On Behalf Of gwinsk@xxxxxxx
>> Sent: 24 December 2004 17:12 To: jhb_airlines@xxxxxxxxxxxxx Subject:
>> [jhb_airlines] Re: F100 performance
>>
>>
>> I've flown both the F70 and F100-620, today, to record fuel useage in
>> = climb, cruise and=20 descent, for entry to FSNav. FSNav then gives
>> me the fuel required for = the flight. Last=20 week, using the
>> deafault FSNav figures for the F100, I finished a flight into
>> Manchester=20 and, whilst waiting for FS9 ATC clearance to cross 24R,
>> all went quiet; = I'd run out of=20 fuel.
>>  Assuming the figures I've put into FSNav are realistic, I know I
>>  should
>> allow extra for=20
>> possible diversion to a named alternate but what other reserves should
>> I carry?
>>
>> Gerry Winskill
>> gwinsk@xxxxxxx
>>
>>
>>
>> On 24 Dec 2004 at 16:58, Bones wrote:
>>
>> > Thanks for that - I was so busy recording values that I forgot to=20
>> > adjust =3D the rpm value up from 98. That extra 10 will make a lot
>> > of=20 difference.
>> >=20
>> > Just a quick recap on weights.
>> >=20
>> > Empty Weight - (EW or AEW) self explanatory but this is a
>> > measured=20 value =3D for each aircraft. It includes everything bar
>> > the loadable=20 weights. On some aircraft it even includes unusable
>> > fuel weight and=20 oil.
>> >=20
>> > Maximum All Up Weight (MAUW) is the certified maximum weight for=20
>> > flight. =3D You cannot exceed this without implications on
>> > structural=20 integrity. Often called MTOW (Maximum Take Off
>> > Weight).
>> >=20
>> > Maximum Ramp Weight (MRW) is the same as above but will include the
>> > =
>> =3D=20
>> > extra fuel for taxy. MRW - taxy fuel =3D3D MAUW.
>> >=20
>> > Maximum Zero Fuel Weight (MZFW) is the maximum weight an aircraft
>> > can=20 =3D carry before any fuel is loaded. Effectively it is Empty
>> > Weight =
>> plus=20
>> > Payload. =3D So, the max payload that can ever be carried is MZFW -
>> > =
>> EW.
>> >=20
>> > Maximum Landing Weight (MLW) is the weight at which the aircraft
>> > has=20 got =3D to be down to before a landing can be made. Exceeding
>> > MLW =
>> means=20
>> > greater =3D stress on the landing gear. This is one reason why you =
>> hear=20
>> > of aircraft having =3D to circle around for a long time to dump
>> > fuel=20 before making a landing. It =3D is quite a low figure.
>> >=20
>> > The usual calculation method is the start off with Empty weight
>> > and=20 add =3D your payload. If this is above MZFW you have to shed
>> > load. =
>> Next=20
>> > you add your fuel weight to get your Gross Weight. This must be
>> > =3D=20 below MRW. Take away your taxi fuel and the resultant figure
>> > has to be =
>>
>> > below =3D MAUW.
>> >=20
>> > If things are OK to this point you then work out your sector fuel
>> > burn =
>>
>> > =3D and subtract this weight from the Gross Weight to get actual =
>> landing=20
>> > weight. Obviously this has to be below the MLW figure and if it
>> > isn't=20 you have =3D to shed either fuel or payload..
>> >=20
>> > bones
>> >=20
>> > -----Original Message-----
>> > From: jhb_airlines-bounce@xxxxxxxxxxxxx=20
>> > [mailto:jhb_airlines-bounce@xxxxxxxxxxxxx] On Behalf Of
>> > gwinsk@xxxxxxx Sent: 24 December 2004 15:56 To:
>> > jhb_airlines@xxxxxxxxxxxxx Subject:=20 [jhb_airlines] Re: F100
>> > performance
>> >=20
>> >=20
>> > Without increasing the thrust scalar, my climb, at max allowable
>> > AUW,=20 =3D didn't run out of=3D20 puff as badly as yours. I altered
>> > the =
>> Autopilot=20
>> > Autothrottle_Max_rpm =3D from 98 to 108. That=3D20 was advised for =
>> most=20
>> > jets, I think in the Flightsimvets Forum.
>> >=20
>> > Gerry Winskill
>> > gwinsk@xxxxxxx
>> >=20
>> >=20
>> >=20
>> > On 24 Dec 2004 at 15:34, Bones wrote:
>> >=20
>> > > Just a quickie before I have to nip out.
>> > >=3D20
>> > > The F100 has an empty weight of 60631lb. In the notes it says the
>> > > =20
>> > >MZFW =3D
>> >=20
>> > > =3D3D is 79000lb so this means your maximum payload (pax and
>> > > cargo)  =
>>
>> > >is=3D20 limited to 18369lb. It's dead easy to exceed this as it is
>> > >in =
>> =20
>> > >real=3D20 life but that's =3D3D your base figure for passenger =
>> loading.=20
>> > >=3D20  Assuming you hit this figure you are only going to have=20
>> > >another=3D20  165000lb =3D3D for fuel. In other words never expect
>> > >to =
>>
>> > >fill the  tanks=3D20 full unless you have =3D3D got a really low
>> > >pax=20 load. About  80% is the=3D20 maximum you will achieve. Again
>> > >=3D3D =
>> this=20
>> > >is like real  life - aircraft=3D20 hardly ever fly with full fuel =
>> load=20
>> > >now.  Obviously it's better to fly=3D20 with minimum fuel load
>> > >to=20 increase  =3D3D performance and decrease costs=3D20 (what is
>> > >the =
>> point of=20
>> > >lugging  a huge weight of fuel uphill only to=3D20 bring it down=20
>> > >again). =3D20
>> > > With the F100 loaded up to max I took off and set her in a climb
>> > > at =3D
>> > =3D3D=3D20
>> > > 1800fpm. At FL100 I increased speed from 250kts to 280kts as per
>> > > =20
>> > >the=3D20 handbook but =3D3D she was running out of puff at FL150.
>> > >At  =
>>
>> > >FL150 I=3D20 dropped ROC to 1500fpm. At FL200 I dropped it again to
>> > >=20 1000fpm and at=3D20 FL250 down further to 800fpm. =3D3D At
>> > >FL270 I =20 reduced it to 500fpm and=3D20 the aircraft held 280kts
>> > >and 500fpm up  =
>>
>> > >=3D3D to FL310. I didn't try for=3D20 the operational ceiling of =
>> FL350 =20
>> > >but I'd guess =3D3D you would have to=3D20 reduced climb rate even
>> > >=20 further. =3D20
>> > > During all this time N2 stayed at 97.9.
>> > >=3D20
>> > > HC@xxxxxxxxxx
>> > > http://fsaviation.net
>> > >=3D20
>> > >=3D20
>> >=20
>> >=20
>> >=20
>> >=20
>>
>>
>>
>>
>
>
> 


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