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G550flyer

RW NG techniques if you are interested

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Aircraft References• Main Gear on your side: NESA Transmitter in lower outboard of window• Main Gear on Opposite side: Lower inboard corner of window• Outboard Side of Engine on your side: Window Handle• Outboard Side of Engine on Opposite side: Glare Shield bend• Wingtip on your side: 2.5 concrete blocks• Nose Gear: Inside of HSI Engine Start (Approximate values)• 2 -- 20% N1• 4 -- 400 degrees EGT • 6 -- 60% N2• 6 -- 600 pph FFBefore Takeoff (LLLAASSTT Chance)• L-anding Lights (tech: nose wheel light on when cleared for takeoff)• L-adies (sit the FAs down with PA message to the back)• L-ower DU display cleared• A-utothrottle ARM (tech: when cleared for takeoff)• A-utobrakes - RTO• S-trobe lights ON• T-errain (tech: Captain Terrain/FO Weather)• T-CAS (TA/RA)10,000’ check during climb out (FLAAPS)• F-uel Pumps (Ctr Tank management per alternate operating procedures)• L-anding Lights -- RETRACTED/OFF (consider 18,000’ in high-trafficareas)• A-irspeed -- accelerate to desired climb speed• A-PU -- Off/as desired for shorter flights/EROPS/WX• P-ressurization check (Auto/pressurizing/cabin alt OK)• S-eatbelt (double ding by going off/wait 1 sec/on then auto)Before Descent (AIRBAG)• A-TIS• I-nstall the Approach• R-adio’s -- Tune and ID• B-rief the Approach • A-pproach Checklist• G-o Around Procedures (How will the airplane fly it? HDG SEL, etc.)Planned Descent Point• Timing -- Approx. 10 seconds for every 100’ of altitude to lose• Distance -- Divide HAT by 300’. This is the distance to start descent from the end of the runway. Enroute Descent Path Planning• Build a waypoint 40 NM track distance from the landing runway with240/10000 inserted for Speed/Altitude. - AND/OR - Use the fix page andput a 40 NM circle around the runway (or FAF) and plan to cross thecircle at 240/10000 for a straight-in arrival.• When planning an enroute descent to radar vectors to final it can bedifficult to determine how far out you will be vectored and how soon you should begin your descent. Request a descent at a distance that will allow a constant 1500 fpm descent. To determine this descent point:• Load the expected approach using the FMS DEP/ARR page• Load the FAF or OM point/altitude on the descent page at 3R.• You can monitor the V/S as you approach this point. When the V/Sapproaches 1500 request descent. Even if the descent is not grantedimmediately, you will have a very good target descent rate when ATCpermits the descent. This technique provides a constant descent thatmirrors our constant climb to cruise profile. Descent Profile• 3.5:1 (Miles : Altitude)• For every 50 Kts of wind +/- 2 Miles• Losing 10 KIAS Takes 1 NM 10,000’ check during descent (10,000’ AGL for higher fieldelevations) (FLAAPS)• F-uel Pumps (Ctr Tank management per alternate operating procedures)• L-anding Lights -- EXTENDED/ON (consider 18,000’ in high-trafficareas)• A-irspeed -- decelerate to 250• A-PU -- On/as desired/WX considerations• P-ressurization -- set for landing field elevation• S-eatbelt (double ding by going on/off/wait 1 sec/on)Cat II/III ILS (ABCD)• A-PU -- On• B-rake Setting• C-at II/III ILS Procedures• A -- Approach Brief• A -- Alert/Decision height callouts• A -- Altimeter bugs (radio and barometric)• D-epart runway plan (How will you taxi to park -- SMGCS?)Before Every Approach• “AAABBCC”• A-TIS• A-pproach loaded in FMS• A-irspeed set in FMS• B-rief• B-rake setting (off, 1/2/3/Max)• C-hecklist• C-onfiguration (flap setting)• “CRAMPS”• C-ourses -- set/verify inbound course on MCP for FP & PM• R-adios -- set/verify correct frequency (ILS/VOR/Tacan/NDB)• A-ltimeters -- set/verify QNH/QFE as appropriate through transition• M-inimums -- set/verify for PF & PM• P-ush -- APP mode (or VOR/LOC or LNAV or Hdg Sel)• S-peeds -- set/verify Vref is set and displayed for flap settingEngine Failure on Takeoff• “4 Cs” (accomplished when flaps are up at min. maneuvering speed)• C-hange (Level Change)• C-ontinuous (Max Cont)• C-rossfeed (with fuel only in wing tanks)• C-hecklist (NNP then After Takeoff)Single Engine Trim• Trim into good engine is approximately equal to Fuel FlowSingle Engine ILS Approach• At 1.5 Dots or later on the Glide Slope --• Gear Down• Flaps 15• Reduce Thrust 10% N1Non-ILS Approach (VNAV is preferred for straight-inapproaches)• 3 NM -- Configure (Gear Down/Flaps 15, Bug 15, Landing checklist toflaps)• 2 NM -- or sooner/Set Next Lower Altitude (ensure VNAV if using)• 1 NM -- Flaps 30, Bug 30, complete Landing checklist• 0.2 NM -- V/S As Desired (unless using VNAV) Touch and go/pattern workMissed ApproachNote: Assumes intent for complete flap retraction to missed approach holdingpattern.• TO/GA (A/P will kick off under single-channel operation)• Set Go-around thrust • Set pitch to Go-around attitude • “Flaps 15” • Positive climb rate - “Gear up” • 400’ AGL - “LNAV” or “HDG SEL” (Note: for Non-Precisionapproaches your probably already at/above 400’ AGL or very close ifgoing missed from and DA/DDA/MDA)• Retract flaps on speed• 1000’ AGL - Set LVL/CHG or V/S + 1500’After Takeoff checklist (Ops Man)Radar Pattern Climb Out From Touch & Go• PF rotates aircraft to 15 degrees nose high • Positive climb rate - “Gear up” • Flight directors - ON (if coming from VFR Pattern OR Recycle)• 400’ AGL- “Bug Up, flaps 5, LNAV or HDG SEL ” • 1000’ AGL - Technique: "V/S, Set 1500 fpm" or "LVL CHG"• Retract flaps on schedule to “Flaps Up” After Takeoff checklist • Maintain flaps Up for downwindNote: PF re-establishes A/P and manually arms Autothrottles• PM rechecks weather, installs approach and helps tune nav radios(technique)• PF briefs approach, tunes radios and calls for the “Approach check”Precision Approach (use “CRAMPS” check technique)• Arm APP if cleared approach on intercept heading • G/S alive - “Gear down, flaps 15, Bug 15, landing checklist to flaps" • G/S intercept - “Flaps 30/40 (final flap), Landing checklist” slow to VREF + additive Non-precision approach (non/VNAV)• Arm LNAV or use HDG SEL for lateral maneuvering • 3 miles prior - “Gear down, flaps 15, Bug 15, landing checklist to flaps”• 2 miles prior (or earlier) - Set MDA or stepdown altitude in altitude alert window• 1 mile prior - “Flaps 30/40 (final flap), complete Landing checklist” slow to Vref + additive Note: Do not arm speedbrakes or use autobrakes if accomplishing a touch & go. VFR Pattern Climb Out From Touch & Go• PF rotates aircraft to 15 degrees nose high • Positive climb - “Gear up” • Turn off FDs if not already off (technique)• 400’ AGL - “Bug 5, flaps 5” (technique)• 1000’ AGL - PF lowers nose to 10 degrees pitch and reduces thrust (atBug 5 speed) to approximately 75% N1 (technique)• PF levels off aircraft at 1500’ AGL or pattern altitude and maintains flaps 5 on downwind VFR Pattern• Enter downwind at flaps 5, speed Vref 30 + 40 (Bug 5 speed)• VFR pattern briefing - "30/40 Flap touch and go, Speed is ____"• Approaching abeam touchdown point - “Gear down, flaps 15, bug 15Landing checklist to flaps” slow to Bug 15• Before turning or during turn to base - “Flaps 30/40, Bug 30/40 + ___(additive), complete Landing checklist,” slow to Vref + additive• Descend as required (approximately 600-800 VSI as a guide)Note: Do not arm speedbrakes or use autobrakes if accomplishing a touch & go. Technique for Establishing Automation After Pattern WorkNote: Technique used should be pre-briefed. Assumes the "gear up" and "flightdirector’s - ON " is already called/done.• 400’ AGL "Bug Up, Flaps 5; HDG SEL or LNAV"• 1000’ AGL (or A/R) "Vert Speed + 1500’, Flaps 1" or "Level Change"(Flaps 1 above F5 speed and then flaps on schedule)• PF establishes A/P by selecting CMD and A/Ts -- ARM

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Aircraft References• Main Gear on your side: NESA Transmitter in lower outboard of window• Main Gear on Opposite side: Lower inboard corner of window• Outboard Side of Engine on your side: Window Handle• Outboard Side of Engine on Opposite side: Glare Shield bend• Wingtip on your side: 2.5 concrete blocks• Nose Gear: Inside of HSI
Could you explain these a little more, please?
Single Engine Trim• Trim into good engine is approximately equal to Fuel Flow
Is that rudder trim? And is equal to fuel flow in kgs or lbs? Thanks.

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Could you explain these a little more, please? Is that rudder trim? And is equal to fuel flow in kgs or lbs? Thanks.
The aircraft references are taxi references. These references are based on sitting in either seat. These references use various points around the flight deck to give you an idea where parts of the aircraft are tracking during taxi. You should always know where you wing tips, main gear, nose gear and engines are in reference to obstructions. For example, I am approaching some loose debris on the taxiway on my left side. I probably don't want my left engine to pass over this area. Since my left window handle represents the outboard side of my left engine, i can visualize an imaginary line from the window handle along the taxiway towards the debris. If that line passes over the debris, my engine will also pass over it. In this case I can cheat to the right until my line from the handle is well inside of the debris if possible. The main gear references works well when making turns to ensure your mains remain on the taxiway. The wing tip references are helpful when near parked aircraft and other obstructions. For the opposite side wing tip, use the area where the pencil holder sits. Keep in mind that these references are for the RW NG(BBJ) and my not be exact in FS. With some adjustments, they work well. Rudder trim is correct and it's based on pounds.

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Oh please, do share. I was flying into Venice LIPZ yesterday, and even tough it is in the database, there are some procedures and transitions missing.

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Landing or Departing from Airfields not in the FMC DatabaseFor Flight TO an Airport not in the Database(1) “ROUTE” page: Enter all data like a normal flight except leave the“DEST” boxes blank. Enter the destination airport as a Lat/Longwaypoint on “INIT/REF” - “INDEX” - “NAV DATA” FMC Page. EnterICAO under “AIRPORT IDENT” then Lat/Long and elevation. Atechnique is to enter both the arrival and departure ends of the runway incase of a runway change. Be sure to keep the coordinates written downand readily accessible and consider figuring the coordinates for all therunways that you might end up using. You can then build anapproach/missed approach using associated waypoints/navaids if indatabase) or Lat/Longs. The route will “ACTIVATE” and “EXEC.”Note: The arrivals page (approaches, STARS, and runways) for the destination airport will not be available.(2) “LEGS” Page: Airspeeds and altitudes may be entered for VNAVdescent calculations. You will not be able to enter MAP altitudes andairspeeds that are higher than the lowest number entered for theprevious point (runway, FAF, etc.).(3) Block time calculations: You will not be able to see the arrival airport on the “PROG” page. A technique is to select “RTE DATA” from the “LEGS” page to check the time at a waypoint located prior to the top of descent or at a waypoint you used in the approach. You can also use the “RTA” function for the same waypoints if they are in the database. (Lat/Longs cannot be used on the “RTA” or “FIX” pages.)(4) “VNAV” Page: Go to “DES” page, select “FORECAST”, check the“TRANS LVL”, and change it if needed. For Flight FROM an Airport not in the Database(1) Inertial Position: Enter using the most accurate Lat/Long.(2) “ROUTE” Page: Enter all data except for “ORIGIN” boxes. If theincorrect origin is displayed, go to the “IDENT” page and insert theinactive database (“NAV DATA OUT OF DATE” scratch pad messageappears), then reinsert the active database (verify that the activedatabase has the correct dates). This will clear all previously enteredroute data. Enter the origin airport as a Lat/Long. Build thedeparture/SID using database waypoints or Lat/Longs. The route will“ACTIVATE” and “EXEC.”Note: The departure page (SIDs and runways) for the origin airport is not available. A technique is to figure the approach end Lat/Longs for allORIGIN runways that you might do an emergency return to and keep them readily accessible.(3) “LEGS” Page: Enter altitude/airspeed restrictions as applicable. (4) “VNAV” Page: Check the “TRANS ALT” and change if incorrect.WARNING: VNAV may not function correctly on takeoff, giving an“UNABLE CRZ ALT” message on the scratch pad. Thisindicates that the CRZ ALT has "dumped" after takeoff, eventhough it was previously entered. Consider an alternate meansfor climbout immediately after takeoff other than VNAV (LVLCHG, V/S, etc.) until the cruise altitude is reloaded and it isverified that “VNAV” will operate appropriately. If operatingunder QFE, use caution as altimeter will not provide you withtransition altitude backup.

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descent rate chart, CATII/CATIII equipment requirements, radar altimeters settings, approach category, RNP procedures and wind corrections.

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Very useful indeed... I like the 4Cs in particular.. Cheers!
We use alot techniques to remember different procedures. For example the "SCAR" check. We use this prior to using any RNAV/GPS procedure. S-Select the procedure in the FMCC-Check and verify approach and missed approach waypoints, altitude restrictions with the approach plateA-Activate the procedureR-RAIM(Receiver Autonomous Integrity Monitoring). check predictive RAIM. On the GPS status page of our FMC, there is a RAIM sub page. we can enter the destination and time of arrival and it will calculate whether or not RAIM will be available in 5 minute intervals prior to and after our the arival time entered. It uses the GPS almanac to check to ensue you will have at least 5 satellites in view in order for RAIM to operate. I must have RAIM by the FAF on a RNAV/GPS approach. Most system will give you a degrade indication when RAIM is insufficient.

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Aircraft References• Main Gear on your side: NESA Transmitter in lower outboard of window• Main Gear on Opposite side: Lower inboard corner of window• Outboard Side of Engine on your side: Window Handle• Outboard Side of Engine on Opposite side: Glare Shield bend• Wingtip on your side: 2.5 concrete blocks• Nose Gear: Inside of HSI Engine Start (Approximate values)• 2 -- 20% N1• 4 -- 400 degrees EGT • 6 -- 60% N2• 6 -- 600 pph FFBefore Takeoff (LLLAASSTT Chance)• L-anding Lights (tech: nose wheel light on when cleared for takeoff)• L-adies (sit the FAs down with PA message to the back)• L-ower DU display cleared• A-utothrottle ARM (tech: when cleared for takeoff)• A-utobrakes - RTO• S-trobe lights ON• T-errain (tech: Captain Terrain/FO Weather)• T-CAS (TA/RA)10,000’ check during climb out (FLAAPS)• F-uel Pumps (Ctr Tank management per alternate operating procedures)• L-anding Lights -- RETRACTED/OFF (consider 18,000’ in high-trafficareas)• A-irspeed -- accelerate to desired climb speed• A-PU -- Off/as desired for shorter flights/EROPS/WX• P-ressurization check (Auto/pressurizing/cabin alt OK)• S-eatbelt (double ding by going off/wait 1 sec/on then auto)Before Descent (AIRBAG)• A-TIS• I-nstall the Approach• R-adio’s -- Tune and ID• B-rief the Approach • A-pproach Checklist• G-o Around Procedures (How will the airplane fly it? HDG SEL, etc.)Planned Descent Point• Timing -- Approx. 10 seconds for every 100’ of altitude to lose• Distance -- Divide HAT by 300’. This is the distance to start descent from the end of the runway. Enroute Descent Path Planning• Build a waypoint 40 NM track distance from the landing runway with240/10000 inserted for Speed/Altitude. - AND/OR - Use the fix page andput a 40 NM circle around the runway (or FAF) and plan to cross thecircle at 240/10000 for a straight-in arrival.• When planning an enroute descent to radar vectors to final it can bedifficult to determine how far out you will be vectored and how soon you should begin your descent. Request a descent at a distance that will allow a constant 1500 fpm descent. To determine this descent point:• Load the expected approach using the FMS DEP/ARR page• Load the FAF or OM point/altitude on the descent page at 3R.• You can monitor the V/S as you approach this point. When the V/Sapproaches 1500 request descent. Even if the descent is not grantedimmediately, you will have a very good target descent rate when ATCpermits the descent. This technique provides a constant descent thatmirrors our constant climb to cruise profile. Descent Profile• 3.5:1 (Miles : Altitude)• For every 50 Kts of wind +/- 2 Miles• Losing 10 KIAS Takes 1 NM 10,000’ check during descent (10,000’ AGL for higher fieldelevations) (FLAAPS)• F-uel Pumps (Ctr Tank management per alternate operating procedures)• L-anding Lights -- EXTENDED/ON (consider 18,000’ in high-trafficareas)• A-irspeed -- decelerate to 250• A-PU -- On/as desired/WX considerations• P-ressurization -- set for landing field elevation• S-eatbelt (double ding by going on/off/wait 1 sec/on)Cat II/III ILS (ABCD)• A-PU -- On• B-rake Setting• C-at II/III ILS Procedures• A -- Approach Brief• A -- Alert/Decision height callouts• A -- Altimeter bugs (radio and barometric)• D-epart runway plan (How will you taxi to park -- SMGCS?)Before Every Approach• “AAABBCC”• A-TIS• A-pproach loaded in FMS• A-irspeed set in FMS• B-rief• B-rake setting (off, 1/2/3/Max)• C-hecklist• C-onfiguration (flap setting)• “CRAMPS”• C-ourses -- set/verify inbound course on MCP for FP & PM• R-adios -- set/verify correct frequency (ILS/VOR/Tacan/NDB)• A-ltimeters -- set/verify QNH/QFE as appropriate through transition• M-inimums -- set/verify for PF & PM• P-ush -- APP mode (or VOR/LOC or LNAV or Hdg Sel)• S-peeds -- set/verify Vref is set and displayed for flap settingEngine Failure on Takeoff• “4 Cs” (accomplished when flaps are up at min. maneuvering speed)• C-hange (Level Change)• C-ontinuous (Max Cont)• C-rossfeed (with fuel only in wing tanks)• C-hecklist (NNP then After Takeoff)Single Engine Trim• Trim into good engine is approximately equal to Fuel FlowSingle Engine ILS Approach• At 1.5 Dots or later on the Glide Slope --• Gear Down• Flaps 15• Reduce Thrust 10% N1Non-ILS Approach (VNAV is preferred for straight-inapproaches)• 3 NM -- Configure (Gear Down/Flaps 15, Bug 15, Landing checklist toflaps)• 2 NM -- or sooner/Set Next Lower Altitude (ensure VNAV if using)• 1 NM -- Flaps 30, Bug 30, complete Landing checklist• 0.2 NM -- V/S As Desired (unless using VNAV) Touch and go/pattern workMissed ApproachNote: Assumes intent for complete flap retraction to missed approach holdingpattern.• TO/GA (A/P will kick off under single-channel operation)• Set Go-around thrust • Set pitch to Go-around attitude • “Flaps 15” • Positive climb rate - “Gear up” • 400’ AGL - “LNAV” or “HDG SEL” (Note: for Non-Precisionapproaches your probably already at/above 400’ AGL or very close ifgoing missed from and DA/DDA/MDA)• Retract flaps on speed• 1000’ AGL - Set LVL/CHG or V/S + 1500’After Takeoff checklist (Ops Man)Radar Pattern Climb Out From Touch & Go• PF rotates aircraft to 15 degrees nose high • Positive climb rate - “Gear up” • Flight directors - ON (if coming from VFR Pattern OR Recycle)• 400’ AGL- “Bug Up, flaps 5, LNAV or HDG SEL ” • 1000’ AGL - Technique: "V/S, Set 1500 fpm" or "LVL CHG"• Retract flaps on schedule to “Flaps Up” After Takeoff checklist • Maintain flaps Up for downwindNote: PF re-establishes A/P and manually arms Autothrottles• PM rechecks weather, installs approach and helps tune nav radios(technique)• PF briefs approach, tunes radios and calls for the “Approach check”Precision Approach (use “CRAMPS” check technique)• Arm APP if cleared approach on intercept heading • G/S alive - “Gear down, flaps 15, Bug 15, landing checklist to flaps" • G/S intercept - “Flaps 30/40 (final flap), Landing checklist” slow to VREF + additive Non-precision approach (non/VNAV)• Arm LNAV or use HDG SEL for lateral maneuvering • 3 miles prior - “Gear down, flaps 15, Bug 15, landing checklist to flaps”• 2 miles prior (or earlier) - Set MDA or stepdown altitude in altitude alert window• 1 mile prior - “Flaps 30/40 (final flap), complete Landing checklist” slow to Vref + additive Note: Do not arm speedbrakes or use autobrakes if accomplishing a touch & go. VFR Pattern Climb Out From Touch & Go• PF rotates aircraft to 15 degrees nose high • Positive climb - “Gear up” • Turn off FDs if not already off (technique)• 400’ AGL - “Bug 5, flaps 5” (technique)• 1000’ AGL - PF lowers nose to 10 degrees pitch and reduces thrust (atBug 5 speed) to approximately 75% N1 (technique)• PF levels off aircraft at 1500’ AGL or pattern altitude and maintains flaps 5 on downwind VFR Pattern• Enter downwind at flaps 5, speed Vref 30 + 40 (Bug 5 speed)• VFR pattern briefing - "30/40 Flap touch and go, Speed is ____"• Approaching abeam touchdown point - “Gear down, flaps 15, bug 15Landing checklist to flaps” slow to Bug 15• Before turning or during turn to base - “Flaps 30/40, Bug 30/40 + ___(additive), complete Landing checklist,” slow to Vref + additive• Descend as required (approximately 600-800 VSI as a guide)Note: Do not arm speedbrakes or use autobrakes if accomplishing a touch & go. Technique for Establishing Automation After Pattern WorkNote: Technique used should be pre-briefed. Assumes the "gear up" and "flightdirector’s - ON " is already called/done.• 400’ AGL "Bug Up, Flaps 5; HDG SEL or LNAV"• 1000’ AGL (or A/R) "Vert Speed + 1500’, Flaps 1" or "Level Change"(Flaps 1 above F5 speed and then flaps on schedule)• PF establishes A/P by selecting CMD and A/Ts -- ARM
what does 2.5 concrete blocks mean? mitch bowman

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What is the "NESA Transmitter"?
The NESA transmitter is the squiggly line like sensor in the window. It is use by the windshield heat controller to sense the windows temperature.

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what does 2.5 concrete blocks mean? mitch bowman
Most ramps and taxiways are made up of these blocks, they are not a continuous piece of concrete. So if you are looking out of the window next to your shoulder, you can see the distance that two blocks together plus a half will give you. In the real NG, 2.5 blocks straight out of your window will equate a point that your wing tip tracks. I will try to load a power point of these references with pictures.

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I've converted a ng taxi technique power point to PDF, but it will not upload. It's about 1.7MB. I can't figure out how to upload it.

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Many thanks for all this Rick, Very useful for avoiding engrained bad habits! Best wishes, David
All good, just another avenue to help you fly in a RW way.

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Nice to use real world training tips for FSX flying. As I come across things I will continue to push it out. I'll look to see if I have generic flying techniques also.

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Nice to use real world training tips for FSX flying. As I come across things I will continue to push it out. I'll look to see if I have generic flying techniques also.
Hi Rick,Fantastic effort on your behalf. The Taxi briefing was very interesting and provides a dimension estimating procedure needed to make sure the NG does not come into any conflict. Makes my 172 taxing and collision avoidance child's play...Regards

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