Ex Ansett 767 Sim
 

Can anyone tell me the basics of the ex Ansett 767 Sim in Melbourne;


eg;

- model (Were all Ansett 767's 200's?)
- Engine type (EPR or N1/2 for thrust settings)
- Any thrust and attitude combinations


Thanks.

I got to have a fly in it a few months ago. I think is a 200, but I hadn't started AGK yet so I couldn't help you with the other question. I may be going again soon, so I'll try and find out some more.

rgds fnb

Ask The Night Owl He used to work there & I think they gave him a Metro SIM as part of his going away present!;)

ftrplt,

Some ball park figures for you. This is for standard temp and Max Landing Weight.......VREF30 is 135Kts. More N1 for higher weights and vice versa but Body Attitudes remain much the same because of speed/ weight variation.



LEVEL FLIGHT
• Clean VREF 30 + 80 - Body Att 4 deg - N1 65% - Circuit Entry
• Flap 1 VREF 30 + 60 - Body Att 6 deg - N1 67% - Circuit Entry
• Flap 5 VREF 30 + 40 - Body Att 7 deg - N1 67% - Downwind Config.
• Gear Down / Flap 20 VREF 30 + 20 - Body Att 6 deg - N1 75% - Bad Weather Circling config.



Descend at 700 fpm in straight flight.

• Gear Down / Flap 20 VREF 30 + 20 - Body Att 3 deg - N1 60% - Base Leg Config. Note at 30 deg bank in turn Body Att needs to be increased to 5 deg approx to maintain desired vertical speed.
• Gear Down / Flap 30 VREF 30 + 5 - Body Att 3 deg - N1 63% - Final Approach.

Thanks Pterodactyl, much appreciated.

Ive heard from someone that that sim is without the GPWS, so hense no "100, 50......" Might make the landing a bit harder to judge, if you're used to having it.
:D

She's set up as per an Ansett B767-277, the engineer's panel can still be activated.
The engines are CF-6-80As, using N1s but beware, enough differences to make a CF-6-80C2 checklist fail (ie hydraulic thrust reversers on the 'A' model).
No GPWS RA callouts unless a customer option is selected on the instructor panel, Air Vietnam/Qantas option gives 50, 30 and 10 calls.
Fortunately every time something breaks they just Christmas tree a real -277 out on the ramp!

For information of those both interested and ignorant: The AN 767-200 sim has both N1 and EPR indications. The EPR "bugs" are an integral part of the N1 Indicators. The age of the sim has little bearing on the configuration and, yes, it is still possible to run as a 2- or 3-man crewed aeroplane. There was talk, before I left, of the software for the changeover being removed, but I don't know if it was ever done. The flight deck is a 6-panel EFIS/EICAS display system, with a 3rd EICAS Display in the Flt Eng position. As has been stated, it IS possible to have the RADALT call-outs energised, we did a bloody lot of work to accommodate customer requirements, including TCAS11 displayed on both IVSIs and the Instructor's station.

Buster: I wish!! If I'd been given the Metro sim, I wouldn't be putting up with this apology for a job, I'd be at YMMB hiring it out as a "twin instrument trainer", or some such venture. Before all the "legal eagles" jump in, I don't give a stuff what the regs are about training devices, it just appeals more than what I'm now reduced to.

Rant over,

Kind regards,

TheNightOwl. :(