Compiled by Matt Zagoren

Transcription

1 The information provided in this document is to be used during simulated flight only and is not intended to be used in real life. Attention VA's - you may post this file on your site for download. Please do not post this information as a web page on your site. To all others: This information is provided for your personal use only. Distribution of this information in any form is not permitted without my approval. Distribution of this information in any payware product, CD or otherwise is not permitted. Compiled by Matt Zagoren

2 In this section you will find additional procedures, performance information and operational values. SELECTED Engines Stabilized Idle Values: N1 = 28% N2 = 59% Fuel Flow = 1100 lb/hr Takeoff and Climb Fuel Flow Values: 9,600 lb/hr per engine at takeoff power 8,000 lb/hr per engine at rated power Flight Controls, Selected Notes When flaps are fully retracted, a lockout mechanism prevents movement of the outboard ailerons. When flaps are at takeoff setting or more, full deflection of the outboard ailerons is available. Hydraulically operated inboard and outboard spoilers on the upper surface of each wing augment the ailerons in providing roll control. Spoilers may also be extended symmetrically to act as speedbrakes. The speedbrake handle can extend spoilers up to 60 at 200 kt. Above 200 kt, spoilers will blow down proportional to airspeed, giving only about a 10 extension at 360 kt. Whenever the control wheel is turned, spoilers will move up or down a maximum of 40 from the speedbrake setting The inboard and outboard trailing edge flaps are double-slotted. FLAP POSITION AIRPLANE B 300B-ADV 300C Normal takeoff setting. In flight, if the landing gear is up and 40 or 50 degrees of flaps are selected, a steady horn will sound, indicating an unsafe gear configuration. The horn will silence is the landing gear is extended or if the flaps are retracted to 25 or more. JT3D-7 MIED ENGINE The JT3D-7 engine is designed for increased takeoff thrust at high altitude, high temperature airports. This section provides limitations and procedures for mixed JT3D-3B and JT3D-7 engines. Any combination of 3B large or small cowl/-7 large cowl engine mix is approved for normal operation provided the applicable adjustments are made. 2

3 Limitations JT3D-3B old or improved cowls. JT3D-7 improved cowls only. Gross Weight Reduce the maximum taxi weight and maximum structural landing weight by 3000 lbs whenever 3B and 7 engines are intermixed asymmetrically. Temperature Takeoff and landing ambient temperature limits are: -54 C (-65 F) to ISA + 34 C (ISA + 61 F). Maximum fuel tank temperature is 40.6 C (105 F). EGT Limits. -3B -7 Starting Momentary Accel Takeoff Minutes Rated Performance Performance limitations are unchanged except for an increase in Vmc. This increase results from the slightly greater thrust of the 7 engine at 3B EPR settings. Vmc corrections are: 300B B-ADV/300C 6 kt 1 kt Vmcg 6 kt 6 kt Vmca, 3 eng. boost on 8 kt 8 kt Vmca, 3 eng. boost off 5 kt 5 kt Vmca, 2 eng. boost on Takeoff Use the same normal 3B EPR settings for both 3B and 7 engines. This, for example, means using old cowl EPR on the 7 engine if the other 3B engines have old cowls. The N1 RPM of the 7 engine at 3B EPR does not correspond to the 3B N1 charts and therefore may not be used to set thrust. Inflight To maintain good engine acceleration characteristics during approach and landing, maintain 40% N1 minimum on 7 engines. Do not simultaneously use the T/C and engine anti-ice after lowering final flaps. MIED COWL Cowl Comparison The standard cowls are as follows: 300B - old cowl 300C - old cowl or improved cowl 3

4 300B-ADV - improved cowl Old cowls have small (4 x 14 ) blow-in doors; improved cowls have large (13 x 16 ) blow-in doors. The improved cowl produces more thrust during the initial, lower speed portion of the takeoff run. Operating differences between the two cowls are significant only during takeoff as follows: Improved cowl takeoff EPRs limited by pressure altitude are higher than old cowl EPRs. Improved cowl rated EPRs limited by pressure altitude are higher than old cowl EPRs; except when temperature is limiting, both cowls have the same rated EPRs. N1 limits are the same for both cowls. Appropriate old cowl or improved cowl thrust settings must be observed. Reduced thrust may not be used with mixed cowls. Takeoff settings differ with type of cowl. Rated and max cruise thrust EPRs are same for both cowls, except that at lower altitudes rate EPR limits differ. Takeoff Speeds a) Correct shaded area (minimum control speeds) V1, Vr and V2 on Takeoff Speeds table in Performance section by adding the following: 300B +2kt 300C (normally old cowl) +3kt 300B/C-ADV (normally improved cowl) +1kt b) Enter the same page and obtain V1, Vr and V2 at the desired TOGW for the flight. These speeds must equal or exceed minimum speeds determined in step a. If the takeoff speeds of step b are less than step a, the step a minimums may be used for takeoff provided there is sufficient runway. Air Minimum Control Speeds Air minimum control speeds (Vmca) must be adjusted as follows: 300B +3kt boost off, +2kt boost on 300C old cowl +4kt boost off, +3kt boost on 300B/C-ADV improved cowl +1kt boost on or off Max TOGW With Mixed Cowl On those 300B/C-ADV series airplanes whose normal cowl is improved, installation of one or more old cowls requires a reduction in maximum TOGW. Up to three old cowls may be installed. On those 300B/300C series whose normal cowl is old, installation of one or more improved cowls does not reduce maximum TOGW. 4

5 To find maximum TOGW with mixed cowl: Max TOGW structural refer to Limitations section. Max TOGW runway limited reduce by 1300 lbs. Max TOGW climb limited reduce by 2800 lbs per old cowl. Max TOGW tire limited reduce by 1000 lbs per old cowl. Normally, maximum TOGW is the smallest of the above. Other factors such as obstacles, noise, airport restrictions, etc are noted in Route Manuals (not shown) if limiting. Max Landing Gross Weight With Mixed Cowl When operating B-ADV/300C (normally with improved cowls) aircraft with one or more old cowls, the maximum LGW may be restricted by climb performance (go-around) at pressure altitudes over 8,600 feet. The Max LGW limited by climb (no icing) is as follows: 211,500 lbs, above 9300 feet pressure altitude, three old cowls installed. 214,500 lbs, above 9800 feet pressure altitude, two old cowls installed. LGW not restricted by climb with one old cowl. 5