Hi.
Today i set the flight up cold dark , flightplan in ASN running , started eng 3 to warm cabin , before loading pax , once eng shut down , i hit the max load , once aircraft was loaded , i started eng 3 , no probs , then the big big problem hit , eng 4 would not start , no way no how , eng was the oldest at 127.8 and was good condition.
Overhauled the eng 4 , still would not start , shut eng 3 down unloaded aircraft , reset cold dark , tried to restart flight , every time i tried to get the eng to get everything set up , he just shut everything down , ended up shutting dow fsx/asn , and restarted everything , this time aircraft did not need a prewarm for pax .
Aircraft was loaded at max pre load again , but the preload selected less pax and cargo this time , with fingers crossed i started the engines again , thankfully thay all started this time , some showed a bit of reluctance to start , but they did at least fire up.
I was so angry at the corruption on the first flight attempt , this corruption was caused by microsoft updater as i found out later, i dropped a couple of boo boos on the climb , i had forgotten to ask the eng to look after turbos , and forgot to engage the ADI , when i realised my gaff , i selected these , unfortunatly , i forgot to back of the eng power first , although all engines still appear ok , i have or must have done some damage , as once turbos where engaged , the engines started making a loud noise , as they went beyond their max limit , i was quick to bring them back , but i hate to think how much life as been inadvertantly removed from them , this will show on shut down.
I was surprised to see the engines 1/2/3 still showing good , was expecting fair condition , also ASN gave false enroute weather , only warning was an airmet about icing , but at PHNL on decent i had to hastily put seatbelt/no smoking on due unexpected heavy turbulance/thunderstorm , yet got no enroute sigmets to warn me , left these signs on as i was close to puting them on for landing anyway .
The wind was 11 knts at 120 deg , runway nearest was 8L with ILS , just as well as cloud base followed me down , should have been according to atis few at 3000ft , they where down to about 300ft , with severe to heavy turbulance on finals , landing not my best , but considdering the weather not bad .
Airframe hrs before T/O 211.4 after shutdown 222.4
Engines first attempt
1 113.3 hrs good
2 113.4 hrs good
3 85.1 hrs good
4 127.8 hrs good engine changed due unable to start
engines on second attempt
1 113.3 hrs good before T/O after shutdown 124.3 hrs good
2 113.4 hrs good before T/O after shutdown 124.4 hrs good
3 87.2 hrs good before T/O after shutdown 98.1 hrs good
4 0.0 hrs excellent before T/O after shutdown 11 hrs excellent
MTOW 144395 lbs before T/O after shutdown 109185lbs
payload 12087 lbs
passengers 58
supplies 851 lbs
cargo 1376 lbs
ADI 492 lbs before T/O after shutdown 219 lbs used 273 lbs
OIL 1216lbs/152gal before T/O after shutdown 421lbs/52.6gal used 795lbs/99.4gal in res/eng 2.6/12.4/12.0/12.7/12.9
FUEL 46740 lbs before T/O after shutdown 12599 lbs used 34141 lbs left in tanks l/r 4221/1967/0/1965/4446
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My Career
tot flights 22
tot time 169h 28min
grd dist 52787 sm
air dist 54796 sm
passenger miles 3592033
salary $14876
you are a captain
your crew holds you in high regard
---------------------------------
last flight
time in flight 10h 9min
grd/air dist 2602/2673 sm
fuel cost $1410
maint cost $1381
cost per mile $1.04
passenger comment
i was so comfortable on that airplane
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personal notes
no raves about my landing
life is good
--------------------------------
regards alan.
KPDX/PHNL
BIG, double-deck, four-engine, medium to long range, high altitude, high speed, commercial transport airplane
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- Senior Master Sergeant
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