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Please do not offer the downloaded file for sell only use it for personal usage. Looking for other manual? For this no need registration. May be help you to repair. You could suffer a fatal electrical shock. Instead, contact your nearest service center. Note! To open downloaded files you need acrobat reader or similar pdf reader program. In addition, Also some files are djvu so you need djvu viewer to open them. These free programs can be found on this page: needed progs If you use opera you have to disable opera turbo function to download file. If you cannot download this file, try it with CHROME or FIREFOX browser. Translate this page: Relevant NOTEBOOK-PC forum topics: HP Pavilon PCA8 Typ. k551.at sz.gep memoria bovitese lehetseges? (lehetseges, de nem gazdasagos) Sziasztok! Anno vettem itt a tanyan valakitol ezt a gepet. Amihez viszont jo lenne kicsit boviteni azt a ket 512-es memoriat ami benne van. Na itt kezdodnek gondjaim.Annyit (ha igaz) sikerult kihamoznom, hogy DDR valo bele, (jelenleg is ez van) de kerdes milyen parameteruek azok amiket meg elfogad(na). Megkoszonnem a tanacsokat, mert nem szeretnek felesleges kiadasokat magamnak. Koszonettel: Kiss Z. Koszonom mindenkinek a segitseget. Vilagos lett szamomra, hogy bar lehetseges, nem eri meg a bovites. A RAM kerdes egy dolog, viszont a processzor gyorsasaga, vagyis lassusaga kerdesesse tett minden tovabbi raforditast, ezert itt lezartnak tekintem a temat. Koszonettel: Z. HP NX9030 inverter hiba Jo estet! Egy HP NX9030-as laptop inverter hibaval kerult volna hozzam, de sajnos mire megkaptam, a tulaj elmondasa szerint a laptop bal oldalan egy kis fust kisereteben elszallt valami. A szetszerelest kovetoen tapasztaltam, hogy a VGA csatlakozo kornyeken Q26-os pozicioszammal jelzett alkatresz megegett. Smd kodja:.57XA sajnos az utolso karaktert nem latom mert szetegett. A Tanyan levo rajz szerint ez egy NPN tranzisztor SOT-23-as tokozassal, ellenben a szetegett alkatresz 6 labu. Mivel lehetne helyettesiteni.
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Elore is koszonom a segitseget. Udv: Comman. HP tap bekotes Sziasztok! Javitasra kerult hozzam egy ilyen szerver tap. Hibas, de a csatlakozo kiosztasa az inditas miatt kellene. Korulneztem benne, de elso korben nem talaltam hibas alkatreszt. Kepeket csatolok hozza. Koszonettel Denes Karoly. HP TX1000 laptop Sziasztok! Egy kis segitseg kellene, aki ismeri a gepet. A fent leirt gep minden 20-30-cadik bekapcsolas utan van csak kepe es akkor jol is mukodik. Mivel ennek a kijelzoje eltekerheto, esetleg az ottani kabel lehet kh-s? Ez esetleg tipus hiba. Meg nem szedtem szet, elotte erdeklodom. Hol lehet ezekhez alkatreszt beszerezni? Zoli Similar manuals: You can write in English language into the forum (not only in Hungarian). CD for fast repair Selected configurations with global availability easily set up and ordered through HP.com Business to Business portals (. Auto-update of the drive does not occur unless the SoftPaq is executed within a SSM-compliant environment. For more information about manual drive and diagnostics installation, see the INDEX.HTM file, which i included in this package Compatible devices PU701AV. We delete comments that violate our policy, which we encourage you to read. Discussion threads can be closed at any time at our discretion. For a better experience, please enable JavaScript in your browser before proceeding. It may not display this or other websites correctly. You should upgrade or use an alternative browser. By continuing to use this site, you are consenting to our use of cookies. Please consider upgrading to the latest version of your browser by clicking one of the following links. Please submit your comments, questions, or suggestions here. You will receive a reply within 2 business days. Thank you for your feedback. Your name and email address will not be added to any mailing list, and you will not receive email from Intel Corporation unless requested.
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Please re-enter recipient e-mail address(es). Please enter your name. Please enter the subject. Please enter the message. Publisher: Santa Monica, Calif.: Douglas Aircraft Company, 1969.Please select Ok if you would like to proceed with this request anyway. All rights reserved. You can easily create a free account. For the earlier never-built piston-engined airplane, see Douglas DC-8 (piston airliner). After losing the May 1954 USAF tanker requirement to the Boeing KC-135, Douglas announced in July 1955 its derived jetliner project. In October 1955, Pan Am made the first order along with the competing Boeing 707, and many other airlines followed. The first DC-8 was rolled out in Long Beach Airport on 9 April 1958 and flew for the first time on 30 May.The intercontinental models had more fuel capacity and up to 315,000 lb (143 t) MTOW, powered JT4As for the Series 30 and by Rolls-Royce Conway turbofans for the Series 40.It first flew on March 14, 1966, was certified on September 2, 1966, and entered service with United Airlines in February 1967. The long-range DC-8-62 followed in April 1967, stretched by 7 ft (2.1 m), could seat up to 189 passengers over 5,200 nmi (9,600 km) with a larger wing for a MTOW up to 350,000 lb (159 t). The DC-8-63 had the long fuselage and the enlarged wing, freighters MTOW reached 355,000 lb (161 t).It was superseded by larger wide-body airliners including Douglas' DC-10. In 1975, the Series 70 retrofit was proposed with the quieter and more fuel-efficient CFM56 turbofan. Some re-engined freighters are still in use.Boeing had pointed the way to the modern all-metal airliner in 1933 with its Model 247, but Douglas, more than any other company, made commercial air travel a reality. Douglas produced a succession of piston-engined aircraft ( DC-2, DC-3, DC-4, DC-5, DC-6, and DC-7 ) through the 1930s, 1940s, and 1950s. When de Havilland flew the first jet airliner, the Comet, in 1949, Douglas felt no need to rush into anything new.
Initially, it was a success, but it was grounded in 1954 after two fatal accidents which were subsequently attributed to rapid metal fatigue failure of the pressure cabin. They had almost 300 orders on hand for the piston-engined DC-6 and its successor, the DC-7, which had yet to fly.Boeing's military arm had gained experience with large, long-range jets through the B-47 Stratojet (first flight 1947) and the B-52 Stratofortress (1952). With thousands of jet bombers on order or in service, Boeing had developed a close relationship with the US Air Force 's Strategic Air Command (SAC). Boeing also supplied the SAC's refueling aircraft, the piston-engined KC-97 Stratofreighters, but these were too slow and low flying to easily work with the new jet bombers.As an airliner, it would have similar seating capacity to the Comet, but its swept wing would give it higher cruising speed and better range. First presented in 1950 as the Model 473-60C, Boeing failed to generate any interest at the airlines.In May 1954, the USAF circulated its requirement for 800 jet tankers to Boeing, Douglas, Convair, Fairchild, Lockheed, and Martin. Boeing was just two months away from having its prototype in the air. Just four months after issuing the tanker requirement, the USAF ordered the first 29 KC-135s from Boeing.He protested to Washington, but without success. Having started on the DC-8 project, Douglas decided that it was better to press on than give up. Consultations with the airlines resulted in several changes: the fuselage was widened by 15 inches (38 cm) to allow six-abreast seating. Douglas steadfastly refused to offer different fuselage sizes. The maiden flight was planned for December 1957, with entry into revenue service in 1959.Meanwhile, the Comet remained grounded, the French 90-passenger twin jet Sud Aviation Caravelle prototype had just flown for the first time, and the 707 was not expected to be available until late 1958.
The major airlines were reluctant to commit themselves to the huge financial and technical challenges of jet aircraft.To buy one expensive and untried jet-powered aircraft type was brave: to buy both was, at the time, unheard of. In the closing months of 1955, other airlines rushed to follow suit: Air France, American Airlines, Braniff International Airways, Continental Airlines, and Sabena ordered 707s; United Airlines, National Airlines, KLM, Eastern Air Lines, Japan Air Lines, and Scandinavian Airlines System (SAS) chose the DC-8. In 1956, Air India, BOAC, Lufthansa, Qantas, and TWA added over 50 to the 707 order book, while Douglas sold 22 DC-8s to Delta, Swissair, TAI, Trans Canada, and UAT.The DC-8 first flew on May 30, 1958, and was certified in August 1959. To accommodate the new jet, Douglas asked the city of Santa Monica, California to lengthen the airport's 5,000-foot runway.In August Boeing had begun delivering 707s to Pan Am. Douglas made a massive effort to close the gap with Boeing, using no fewer than ten aircraft for flight testing to achieve FAA certification for the first of the many DC-8 variants in August 1959.Delta ordered Convair 880s, and United chose the newly developed short-fuselage 707-020. In 1962 DC-8 sales dropped to just 26, followed by 21 in 1963 and 14 in 1964; many were for the Jet Trader rather than the more prestigious passenger versions.The DC-8 program had been in danger of closing with fewer than 300 aircraft sold, but the Super Sixties brought fresh life to it. By the time production ceased in 1972, 262 of the stretched DC-8s had been made. With the ability to seat 269 passengers, the DC-8 Series 61 and 63 had the largest passenger-carrying capacity available.Increasing traffic densities and changing public attitudes led to complaints about aircraft noise and moves to introduce restrictions.
As early as 1966 the Port Authority of New York and New Jersey expressed concern about the noise to be expected from the then still-unbuilt DC-8-61, and operators had to agree to operate it from New York at lower weights to reduce noise.Third parties had developed aftermarket hushkits but there was no real move to keep the DC-8 in service. Finally, in 1975, General Electric began discussions with major airlines to fit the new and vastly quieter Franco-American CFM56 engine to both DC-8s and 707s.Of the 556 DC-8s made, around 200 were still in commercial service in 2002, including about 25 50-Series, 82 of the stretched 60-Series, and 96 out of the 110 re-engined 70-Series. Most of the surviving DC-8s are now used as freighters.The initial DC-8-11 model had the original wingtips used on the prototype, and all were upgraded to DC-8-12 standard. The DC-8-12 featured the new low-drag wingtips and leading-edge slots, 80 inches long between the engines on each wing and 34 inches long inboard of the inner engines. These unique devices were covered by doors on the upper and lower wing surfaces that opened for low-speed flight and closed for cruise. The maximum weight increased from 265,000 to 273,000 pounds (120,200 to 123,800 kg). By the mid sixties United had converted 16 of its 21 surviving aircraft to DC-8-20 standard and the other 5 to -50s.The DC-8-31 was certified in March 1960 with 16,800 lb (75.2 kN) JT4A-9 engines for 300,000-pound (136,080 kg) maximum takeoff weight. The DC-8-32 was similar but allowed 310,000-pound (140,600 kg) weight. Many -31 and -32 DC-8s were upgraded to this standard.It was used on all later DC-8s.Twenty earlier DC-8s were converted to this standard. All but the -55 were certified in 1961.An original plan to fit a fixed bulkhead separating the forward.A large cargo door was fitted into the forward fuselage, the cabin floor was reinforced and the rear pressure bulkhead was moved by nearly 7 feet (2.1 m) to make more space.
Airlines could order a windowless cabin but only United did, ordering 15 in 1964. The DC-8F-54 had a maximum takeoff weight of 315,000 pounds (142,880 kg) and the DC-8F-55 325,000 pounds (147,420 kg).It had the same wings, engines and pylons as the -55, and sacrificed range to gain capacity.It had a more modest stretch, two 40-inch (1.0 m) plugs fore and aft of the wing taking overall length to 157 feet 5 inches (47.98 m), and a number of modifications to provide greater range. 3 feet (0.91 m) wingtip extensions reduced drag and added fuel capacity, and Douglas redesigned the engine pods, extending the pylons and substituting new shorter and neater nacelles, all in the cause of drag reduction. The 18,000 lb JT3D-3B was retained but the engine pylons were redesigned to eliminate their protrusion above the wing and make them sweep forward more sharply, so that the engines were some 40 inches (1.0 m) further forward. The engine pods were also modified with a reduction in diameter and the elimination of the -50 and -61 bypass duct. The changes all improved the aircraft's aerodynamic efficiency. The DC-8 Series 62 is slightly heavier than the -53 or -61 at 335,000 pounds (151,953 kg), and able to seat up to 189 passengers, the -62 had a range with full payload of about 5,200 nautical miles (9,600 km; 6,000 mi), or about the same as the -53 but with 40 extra passengers. The freighters had a further increase in Maximum Take Off Weight to 355,000 pounds (161,030 kg). Eastern Air Lines bought six -63PFs with the strengthened floor of the freighters but no cargo door.The DC-8-71 achieved the same end but required more modification because the -61 did not have the improved wings and relocated engines of the -62 and -63. Maximum takeoff weights remained the same, but there was a slight reduction in payload because of the heavier engines. DC-8-70 conversions were overseen by Cammacorp with CFMI, McDonnell Douglas, and Grumman Aerospace as partners.
It was operated as a Cargo plane by MK Airlines. May 11, 2009. Retrieved May 13, 2009. Tonbridge, Kent, UK: Air-Britain, 1972. ISBN 0-85130-024-3. p. 11. October 11, 2015. October 11, 2015. October 11, 2015. October 11, 2015. The Douglas DC-8: A Pictorial History. Dallas: G.W. Cearley, Jr., 1992. The DC-8 Story. Long Beach, CA: Douglas Aircraft Company, 1972. Douglas DC-8 Maintenance Manual. Long Beach, CA: Douglas Aircraft Company, 1959.New York: Duell, Sloan, and Pearce, 1960. Douglas DC-8. Coral Springs, FL: Lundkvist Aviation Research, 1983.Long Beach, CA: McDonnell Douglas Corp. Sales Engineering Div., 1968. Sales Engineering Div., 1982. North Branch, MN: Specialty Press.Osceola, WI: MBI Publishing.Fyshwick, Australia, ACT: Aerospace Publications Pty Ltd., 1999. ISBN 1-875671-44-7. Fyshwick, Australia, ACT: Aerospace Publications Pty Ltd., 1998. ISBN 1-875671-36-6. By using this site, you agree to the Terms of Use and Privacy Policy. I have downloaded the update, but the link is not working.I have downloaded the update, but the link is not working.If you have an account, sign in now to post with your account.Paste as plain text instead Display as a link instead Clear editor Upload or insert images from URL.Do not use chat for extended support, only basic questions. Transmeridian. Transmeridian. Originalcockpit von 1960 und betreut von einem echten Piloten mit 10.000 Flugstunden auf Gro?raumflugzeugen. In dieser Form ist es weltweit einzigartig. Wir waren im Fruhjahr 2020 dort. Alles mit sehr viel Liebe restauriert und wieder hergestellt. Top Simulator in original Flugzeugkopf. Originalgetreu und mit viel Liebe bis in das Detail. Super Erklarung und Einweisung. Das hat gro?en Spa? gemacht. Von 5 moglichen Sternen mu?te man 6 Sterne vergeben. Ich hoffe auf ein Wiedersehen mit diesem tollen Simulator und Betreiber. Pilot aus Leidenschaft. Ich hoffe man sieht sich mal bei einem echten Urlaubsflug.;-) mehr Es war echt super.
Nils betreut einen mit einer unfassbaren Leidenschaft zum Flugzeug. Allein wenn man das Cockpit betretet, dieser typischer Cockpitgeruch. Mit Abstand wiederholungsbedarf. ?????? mehr Der Simulator ist mit Liebe zum Detail gemacht und man merkt bei Nils, dass wirklich sein Herzblut in der Caravelle III drin steckt. Er uberzeugt auch selbst mit sehr viel Fachwissen zur Caravelle und auch wir heute als Piloten uns Luftfahrt Enthusiasten kamen voll auf unsere Kosten.Der Simulatoraufbau mit Originalinstrumente und notwendige Bedienelemente wurde mit sehr viel Aufwand umgesetzt. Die kurvige und harte Landung ist sehr realistisch und geht dadurch direkt in die Magengrube. Gerne wieder! mehr Very Nice and compentent instructor. The Atmosphere of the 60's for the Caravelle was great. mehr The simulator is a breathing piece of history, the owner is a passionate, kind (and fluent in german, French and English) pilot. I definitely recommend it for every people looking for a good moment to share or for everyone who has once in his life wanted to be a pilot! mehr Wenn Sie die Website weiter nutzten, gehen wir von ihrem Einverstandnis aus. Mehr Infos gibt es in unserer Datenschutzerklarung. OK. The aircraft departed Montreal at 1802 hours Eastern Standard Time on an instrument flight plan which was cancelled on reaching the Ottawa area. A hydraulic failure simulation was then carried out following which a touch-and-go landing on runway 32 was accomplished at 1825 hours. After about two minutes of flight on the downwind leg, No. 4 engine was retarded to flight idle and was kept at that setting for about two and a quarter minutes. During this period an average of about 30 left wing down bank was maintained, except at a point about halfway through that period the aircraft banked slowly 180 to the left, followed by a sharp reversal to 100 bank to the right. The length of the downwind leg was consistent with a planned two-engine asymmetric landing. Power was restored to No.
4 engine just before a left turn on to the base leg was started. During that turn No. 4 engine was again retarded to flight idle,then restored to normal power. No. 1 engine was then retarded to flight idle for about 20 seconds, then restored to normal power. The flaps remained at the 250 setting. While turning on to final approach, the pilot-in-command advised the tower that he was as yet undecided whether a landing would be carried out. When the aircraft had passed the UP beacon, about 84 miles from the runway threshold and approximately 200 sec from impact, rudder power was selected to the manual mode and power was reduced on all four engines. No. 4 engine was then retarded to the flight idle position and the other three engines advanced to approach power. About 171 sec before impact, the pilot-in-command advised the control tower that the aircraft would be making a full stop landing. The landing gear was extended 155 sec before impact and 120 sec before impact No. 3 engine was retarded to flight idle: at the same time power was increased on Nos. 1 and 2 engines. At that time the aircraft was at a height of 1 150 ft above the ground and its indicated airspeed was fairly steady around 165 kt. From 109 to 92 sec before impact, the aircraft turned to the right through 340 on to a heading of 3370. Power was reduced, bank applied and the aircraft returned to approximately the runway heading. The flaps were extended to 350, 69 sec before impact. At 54 sec before impact, the rudder was restored to the power mode for less than 6 sec and then returned to the manual mode. Power on Nos. 1 and 2 engines was progressively increased from 25 sec before impact until near maximum power was reached 8 sec before impact, following which they were retarded to flight idle. A yaw to the right had started 19 sec before impact and 12 sec before impact the throttles were advanced on engines 3 and 4 and they began to spool up.
At 9 sec before impact and when some 200 ft above the ground, the left wing down condition could no longer be maintained and the aircraft entered a roll to the right. The roll rate to the right increased rapidly as did the yaw rate. The roll continued until the aircraft struck the ground in an inverted nose low attitude, 1 995 ft short of the threshold of runway 32 and 575 ft NE of its extended centre line. The accident occurred at 1837 hours. The aircraft was destroyed and all three crew members were killed. The following findings were reported: - The decision to attempt an asymmetric approach with the rudder in the manual mode was improper, - The information available to the crew in the Air Canada DC-8 Manual, concerning two engine operating procedures, was inadequate, - The aircraft was tending to undershoot the runway, - Control was lost when power to the left engines was increased late in the approach, at an airspeed too low for effective rudder control, - The faulty check valve closed during the flight at least 54 seconds prior to impact. The descent to Colombo-Bandaranaike Airport was initiated by night and marginal weather conditions. The crew was cleared to descent to 5,000 feet and must report once the altitude of 8,000 feet was reached on descent. Then the crew was cleared to descent to 2,000 feet in view of a landing on runway 04. In poor visibility, the airplane struck the slope of Mt Anjimalai located about 85 km southeast of Bandaranaike Airport, near the city of Maskeliya. The wreckage was found few hours later in a quite unreachable area. The aircraft was totally destroyed and all 191 occupants have been killed. The investigation is of the opinion that this was the result of dependence on Doppler and Weather Radar Systems on board PH-MBH which left room for misinterpretation.