TAA and the 727 200
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Please keep this thread going and some sharing of pics would be great.
The DC9 thread is brilliant, look forward to more war stories on here. I'm only youngish (25), and my boss is 89er ex TAA 727 (he drives titans now with me) and he talks about the old girl like it was his first lover.
First plane I ever went on (@ AN), and there's no doubt it got me 'hooked' to where I am today. Thanks again.
BR
The DC9 thread is brilliant, look forward to more war stories on here. I'm only youngish (25), and my boss is 89er ex TAA 727 (he drives titans now with me) and he talks about the old girl like it was his first lover.
First plane I ever went on (@ AN), and there's no doubt it got me 'hooked' to where I am today. Thanks again.
BR
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AN had 4 LR I believe. ANA, ANB, ANE, ANF, They certainly were very late in the 727 production. ANA was the one that blew no 2 engine on take of at BNE on 4th July but not sure of the year. Still have the image of it in my brain going down wind with a flame coming out of the no2 and all the cowls missing.
Pole Vaulter.........
4th July 1992. See http://www.atsb.gov.au/publications/...202582_001.pdf
JT......one of the big differences with the LR was the PDCS (Performance Data Computer System), which if memory serves me correctly, allowed for M0.84 and a slightly higher cruise altitude than was possible from a manual plot off the cruise charts. I stand to be corrected though!
4th July 1992. See http://www.atsb.gov.au/publications/...202582_001.pdf
JT......one of the big differences with the LR was the PDCS (Performance Data Computer System), which if memory serves me correctly, allowed for M0.84 and a slightly higher cruise altitude than was possible from a manual plot off the cruise charts. I stand to be corrected though!
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one of the big differences with the LR was the PDCS
It was generally held that
(a) AN got taken for a marketing ride by Boeing with that one
(b) most of us would just as soon rely on the F/E
other than that, it worked OK most of the time.
As I suggested .. a few systems differences .. even autothrottle, if memory serves me correctly ?
It was generally held that
(a) AN got taken for a marketing ride by Boeing with that one
(b) most of us would just as soon rely on the F/E
other than that, it worked OK most of the time.
As I suggested .. a few systems differences .. even autothrottle, if memory serves me correctly ?
Don't forget, 'LR' stood for 'long range' the aircraft had an extra forward fuselage tank holding 6,500 lbs. To take the higher operating weights it was beefed up slightly around the wing and gear. The straight 200 was easier to land than an LR, being generally lighter with the same engines. The LR, needed the dash 17's in my opinion.
Sorry 'JT', must read thread before answering, you have mentioned the extra fuel tank. It was designed to be able to fly from SYD to PER and carry an alternate. However, when the wind was strong and PER had a fog prob it was still very tight. I remember one crew ending up at Alice after missing out at Kalgoolie. It still raises the hair on my neck thinking of the fuel figure they landed with.
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able to fly from SYD to PER
Lots of practice with the prayer wheel doing PNRs on the way to PER ... the Goose was much better ... east coast to west coast with Auckland as the alternate as I recall ?
The DC9 guys get my vote for fuel shuffling.
Lots of practice with the prayer wheel doing PNRs on the way to PER ... the Goose was much better ... east coast to west coast with Auckland as the alternate as I recall ?
The DC9 guys get my vote for fuel shuffling.
short flights long nights
I knew this would be a cool thread.....keep it coming boys and girls
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Just out of curiosity, was AN and TN's company fuel policy similar to that used in the ATPL flight planning exam? I've often wondered how similar the theory is to practical real life situations.
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Originally Posted by mingalababya
Just out of curiosity, was AN and TN's company fuel policy similar to that used in the ATPL flight planning exam? I've often wondered how similar the theory is to practical real life situations.
To digress, he would work out a rough multi stage PNR or CP in 5 to 10 mins, then would take another half hour to refine the answer to satisfy the examiners. The accurate answer rarely varied by more than a few minutes, or a hand full of miles, but took ages to acquire.
Anyhow, Noel was heard to say that "any similarity to what you learn here and real flying is pure coincidence".
I still believe the 727-200 is the most perfectly aesthetically beautiful aeroplane ever built.
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Anyhow, Noel was heard to say
Certainly a chap of many stories, if not without his foibles (as applies to all of us, I guess).
Many fond memories of the old wooden hut during the late 70s and early 80s... the odd party ... and more than the occasional spirited technical discussion with Noel and the Nimbus boys.
Certainly a chap of many stories, if not without his foibles (as applies to all of us, I guess).
Many fond memories of the old wooden hut during the late 70s and early 80s... the odd party ... and more than the occasional spirited technical discussion with Noel and the Nimbus boys.
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My most favourite aircraft of all - the B727-200.
In the flight deck photo above, those EPRs look like they're around 2.00. I assume that aircraft was a 200 ADV, with -17 engines.
Was 2.00 a typical cruise EPR for those engines?
I ask because I am spending a lot of time dabbling with 727s on MS Flight Simulator 2004. I spend hours trying to get realistic sounds and instrument indications.
In the flight deck photo above, those EPRs look like they're around 2.00. I assume that aircraft was a 200 ADV, with -17 engines.
Was 2.00 a typical cruise EPR for those engines?
I ask because I am spending a lot of time dabbling with 727s on MS Flight Simulator 2004. I spend hours trying to get realistic sounds and instrument indications.