Tiger119 From United States, joined Sep 2003, 1308 posts, RR: 0 Posted (5 years 1 day 20 hours ago) and read 1668 times:
There is a thread in the civil forum asking about the -300 and -400s. I have a different question. Other than winglets, what is the difference between the two series? I know it has to be more than the winglets? Avionics? Range? Number of seats? It is this type of question that makes me want to go to A/P school.
Flying is the second greatest thrill known to mankind, landing is the first!
QantasA332 From Australia, joined Dec 2003, 1500 posts, RR: 31 Reply 2, posted (5 years 1 day 20 hours ago) and read 1635 times:
In terms of specification, the 744 has a greater range, greater wingspan, and greater MTOW than the 743. Other differences on the 744 (other than the winglets) include a two-crew EFIS flight deck (the 743 operates with a flight engineer), an improved interior, recontoured wing-fuselage fairing, and of course, different, more powerful engines.
Hope this is what you were looking for...
UTA_flyinghigh From Tunisia, joined Oct 2001, 6495 posts, RR: 51 Reply 3, posted (5 years 1 day 20 hours ago) and read 1634 times:
The most important difference from when I was a kid :
The 744's upper deck staircase is straight, whereas the 747 Classic's have a spiral one. I had quite a lot of fun attempting to slide down from the upper deck to the main deck, getting sometimes scolded by the pretty FA's lol
UTA
Fly to live, live to fly - Air France/KLM Flying Blue Platinum, BMI Diamond Club Gold, Emirates Skywards
Tiger119 From United States, joined Sep 2003, 1308 posts, RR: 0 Reply 4, posted (5 years 1 day 19 hours ago) and read 1609 times:
QantasA332:
Are the -300 cockpits gauges and not screens? I thought the -300s were glass cockpits with a flight crew of two? I guess if I didn't assume, I might have spent time going through pictures! Thanks for the answer QantasA332 and UTA_flyinghigh.
David
Flying is the second greatest thrill known to mankind, landing is the first!
Bio15 From Colombia, joined Mar 2001, 1048 posts, RR: 7 Reply 6, posted (5 years 1 day 10 hours ago) and read 1487 times:
Hi David.
Another feature, which also helped improve the range of the -400 series, is that it has fuel tanks added on the horizontal stabilizer. It basically has fuel anywhere where it fits. The horizontal stab. can hold 3,300 gallons of fuel.
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The increased wingspan, as mentioned above, enabled an additional leading edge flap section making a total of 11 sections on each side (not including the Kruegers on the inboard sides)
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Rudder deflection is increased to +/- 30 degrees on the -400
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Wheel diameter was increased by 2 inches. This enlargement enables the undercarriages to house BFGoodrich carbon brakes. The previous versions of the 747 were heavy maintainance on the undercarriages apparently!
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The APU is changed to a Pratt APU, the PW901A, which proved fuel savings of up to 40%. I am not sure which was the previous APU on the 747s.
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On the interior, the -400 has a "glass cockpit", and restyled interiors. One of the big mistakes boeing made was to offer a huge amount of possibilities for the customers to choose configuration options on the interior design. Sometimes delivering the aircraft required very long additional working hours to cope with customer needs.
Those are most of the changes made on the -400 compared to the -300, including those mentioned above. Hope it helps
Dw747400 From United States, joined Aug 2001, 873 posts, RR: 1 Reply 8, posted (5 years 1 day 1 hour ago) and read 1382 times:
I believe that a number of changes were made to the wing/body fairing as well.
Increasing rudder deflection gives better control, especially in the "null zone" between where the speed is high enough for aerodynamic forces on the rudder to control yaw to where speed is low enough for significant nose wheel steering (I really don't know the numbers, but nosewheel travel increases as speed decreases). I'm not sure if it has to do with the increased weight or not.
For the horizontal stabilizer tank, isn't that an option? I know itβs new on the 744, but I though that it was added some time after initial entry into service.
Liamksa From Australia, joined Oct 2001, 306 posts, RR: 0 Reply 9, posted (5 years 1 day ago) and read 1377 times:
Any idea why the increasein rudder deflection? I guess weight is a factor here?
I'll have a stab....with a greater amount of thrust being produced by each of the engines on the -400 compared to the -300, the -400 would have a higher Vmc (being calculated at full thrust on the live engines), requiring an increased rudder deflection to to bring the Vmc back down?
Or maybe i'm a little obsessed with my recent assymmetric training and it has nothing to do with that
Bio15 From Colombia, joined Mar 2001, 1048 posts, RR: 7 Reply 10, posted (5 years 9 hours ago) and read 1272 times:
The increased rudder deflection improved ground handling at high speeds. Indeed, Rob, the Vmc was reduced by this increase in rudder deflection by 10 knots. Not sure if it's to bring it back down though.
Dw747400 From United States, joined Aug 2001, 873 posts, RR: 1 Reply 12, posted (5 years 1 hour ago) and read 1240 times:
Velocity-Minimum Control
As I understand it, on a multi-engine plane, it represents the speed at which the aircraft must be traveling so that the flight controls generate enough force to counteract an asymmetric thrust condition.
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