Jump to content

albertz

Frozen-Inactivity
  • Content Count

    13
  • Donations

    $0.00 
  • Joined

  • Last visited

Community Reputation

0 Neutral

Profile Information

  • Gender
    Male

Flight Sim Profile

  • Commercial Member
    No
  • Online Flight Organization Membership
    none
  • Virtual Airlines
    No
  1. If you have more that 4800 kgs of fuel in the centre you should put the pumps on before engine start. Less, then wait for the fuel in centre message after top of climb. Fuel qty low message is related only to main tank qty. I can't remember the number as I'm no longer a t7 flyer. If you didn't get the fuel in centre message when you turned the pumps on, maybe there is a bug or something. Much the same as the ngx except you have an EICAS that tells you what is wrong. Easy plane when you get it under wraps. All the best Matt
  2. Ron, Would you expect the v3 Citation X to be a new purchase or an update / discounted upgrade? I'm also basically weighing up an entry into the business jet arena and the two products mentioned seem to meet my criteria as closely as any product currently available despite the already mentioned differences in the companies approach. My hope for example would be that I could get the v2.0 to familiarise myself and then upgrade after the v3 release but my budget is not really stretching to 2 full priced purchases at present. I do realise the hard work that goes into a project of this scale though, so my intention is not to beg or tell you how to run the business. Just an open heads up to what you expect from the marketing side. Thanks Matt
  3. Am I correct in thinking that as well as having reduced features in some cases, a steam store purchased add-on will only work in FSX:SE? This explains the reduced price found in many cases as often add-on come with triple (quad even now I guess) installers. Some steam DLC I have bought in the past though has included serial numbers for the product, is this sometimes the case with FSX:SE steam store add-on purchases so I can install them also in P3D? I find the lack of information confusing, not because it doesn't clearly explain what you do get, but precisely because it doesn't explain the difference between the steam store version and EVERY other version of a given product. Thanks for answering my question. Matthew Knight
  4. Basic procedure would be. Select say a loc approach at the arrival airport. Use appropriate modes to take the craft to the final fix, say Lnav / vnav. With vnav engaged and either the faf as the to waypoint or flaps out of up, open the speed window on the mcp and select an appropriate speed for the flap setting. Before the faf set the minima in the mcp altitude window. Aircraft should follow the vnav path profile indicated on the nd and you can then set the missed approach altitude. (Fcom says more than 300 feet below missed approach) loc mode can be used as normal on a loc approach. Plus you'll have the glide slope (from the ils) as reference. Cheers Matthew The fctm is a better reference for this than the Fcom I think. The Fcom will give you some tips on "on approach logic" which will answer your question about speed intervene with vnav path. Also (I'm not sure of the layout) normal procedures should be in the Fcom and there my be a non ils approach procedure using vnav in there. Final thought is that if you are not flying a route to test out this procedure make sure your cruise altitude in the cdu is the same as the final approach fix altitude, this will help because it should mean that you never leave vnav path from the time you capture the cruise altitude. (You'll still need the faf to be the active waypoint or flaps out of up to speed intervene though) Cheers Matthew
  5. Hi Richard There is a short and long answer to this so I'll try to be brief. Basically you will end up using vertical navigation guidance here. There would be no such thing as a 777 provided glide slope but a glide path, almost the same thing caveats. The little bar that appears on your map display (nd) at top of descent and if the option in the settings is active on the right hand side of your horizon display (pfd) is what you'll be using. To use that accurately and to a point on the approach where you can continue visually to land you'll need four things. An approach path set using the cdu deparr page, vnav pth mode on the fma, speed intervene on the mcp and an altitude between the faf altitude and zero on the mcp. The best reference would be the fctm non ils approaches using vnav section. I'm sure that someone else will offer better instruction shortly but I'm ready to assist in the interim. Cheers Matthew knight
  6. Quick additional question to your last, informative answer. Regarding juristiction, do these approvals apply to us registered aircraft, us built aircraft or any aircraft operating over the us? In the latter case, I imagine that the approval of domestic authorities would in most cases simply be ratified by the faa, leaving capacity for marginal authorities to be properly vetted. The example that springs to mind is the case of the 744 leaving the west coast for London and having an engine failure. The faa were pressing that the airline was responsible for a regulation breach but the company's policy specifies to continue as the crew did. That policy must also have fallen under these criteria and been approved. Similarly the us's argument that the eu has no juristiction over us registered aircraft's carbon output within eu airspace (that was always a ridiculous proposal on the part of fritz and his gang) is somewhat hypocritical if they are assuming juristiction for all operations within faa airspace, unless of course an incident or accident should occur. Not really on topic but an interesting discussion. Thanks again Cheers Matthew Knight
  7. I stand corrected with my generalisation especially regarding deleting the speed trans line and the direct mention of the FAA controlled areas. I am aware of the regulation 91.117 but I think it is important to remember that the regs are black and white and aviation is seldom thus. The phrase, minimum safe airspeed is totally judgemental and in no way implies -UP speed. Many 744 operators, for example, specify -UP +10 as minimum speed. For the T7 boeing refers to keeping minimum manoeuvre speed plus fifteen at all times (the behaviour of the MMS is another topic), no mention is made of non normal situations, windshear, turbulence etc. Also in nearly all areas I am familiar with (excluding USA, The Bahamas, Bermuda, Transport Canada, Saudi?) the speed trans line can be deleted with approval to improve the mid level climb conditions so aside from the mention of FAA and T. Can the majority of the other 190 something countries stand by my reply, which, by the way, was intended to assist a generic (i.e. not land specific) question about passenger (albeit fictional / badly coded ones) comfort. So in short i apologise for mentioning regs, the FAA, and I appreciate the correction for the benefit of both my future posts and others reading. I do sleep easily at night though, without fear of a fed in a grey suit coming after me next time I depart IAH on a heavily loaded T7 be it in RL or especially in a sim. And finally it is I that is very happy to be corrected, If nothing else, one person is a little wiser today than yesterday, and that exemplifies the spirit of the forum and flight simulation in general. Cheers Matthew Knight
  8. albertz

    VNAV descent p3d

    Its not because of the geometric path descent or the way FSX transitions the winds aloft is it?? I know that the geometric path descent causes issues with the VNAV going way below profile in VNAV Speed with thrust added. That can be altered by entering a new cruise altitude at intermediate level offs and calculating a new TOD. Most of the arrivals into IAH that I've seen seem to have pretty well optimised paths though. Cheers Matthew Knight
  9. Why would you..... An airplane, granted unlikely. But a simulator, yes, all the time. Repositioning, scenario training, etc Simple workaround is to have a situation saved with routes inserted, and use that as a basis for repositioning, but its not ideal is it! Anyway, I was under the impression that this was a simulation and although microsoft's "as real as it gets" mantra did limit repositioning and scenario setups off the hoof, its not really an excuse for the attitude that we should all pretend were real pilots flying real airplanes. And real airplanes that done behave like real airplanes at that. But perhaps its a limitation imposed by FSX and not coded deliberately, and perhaps its low on the priority list. Due to finding a workaround, id be more interested in other realignments before this got changed. The NNC side of the ECL off the top of my head for one. Cheers Matthew Knight
  10. There you go. From Page 4.3 on my FCTM (which might be different as its not PMDGs) I don't think I've busted any copyrights by posting it but let me know and ill delete if necessary. Sorry about the formatting. On a side note, low level offs play havoc with your noise abatement so be ready to intervene the speed if you capture at 1000'. Also, don't be afraid of speeding up. Deleting the speed restriction below 10000' on the VNAV CLB page saves gas, is more comfortable and does not strictly contravene the laws of aviation even in FAA controlled areas. Just look at minimum manoeuvre plus fifteen at max TOW on the -W. High Takeoff Thrust - Low Gross Weight When accomplishing a low altitude level off following a takeoff using high takeoff thrust and at a low gross weight, the crew should consider the following factors: altitude capture can occur just after lift off due to the proximity of the level off altitude and the high climb rate of the airplane the AFDS control laws limit F/D and autopilot pitch commands for passenger comfort theremaynotbeenoughaltitudebelowtheintendedleveloffaltitudeto complete the normal capture profile and an overshoot may occur unless crew action is taken. To prevent an altitude and/or airspeed overshoot, the crew should consider doing one or more of the following: usereducedthrustfortakeoffatlowweightswheneverpossible reducefromtakeofftoclimbthrustearlierthannormal disengagetheAFDSandcompletetheleveloffmanuallyifthereisa possibility of an overshoot usemanualthrustcontrolasneededtomanagespeedandpreventflap overspeeds. Cheers Matthew Knight
  11. Noel Try using Flap 20 for takeoff. Aslo, select CLB2 when you enter the T/O perf data. If all else fails, disconnect the A/T and reduce the N1 by a few. The use of V/S is acceptable though as it effectively does the same thing as the line above by using thrust for speed. There is a section in the FCTM about low initial level off altitudes to prevent the bird overshooting when its light, and although not quite the same thing, the techniques would apply equally here as its basically referencing high vertical speeds after liftoff. Cheers Matthew Knight
  12. Downscc Thats a different feature. Cello.mike is referring to 11.42.13 AIRWAY INTERCEPT Its documented but doesn't seem to function as per the real jet. Cheers Matthew Knight
  13. I was recommended to insert the ETOPS points at the end of RTE 1. After an arrival runway is selected (or end the route with the destination ID) insert a discontinuity and then insert the ETOPS points. This way, they are visible but do not interfere with track or distance and are not sent as position reports by the ADS. Also we use 435 as the threshold distance. Cheers Matthew Knight
×
×
  • Create New...