16 hours ago, sd_flyer said:

Lets hope it wont get to that! Or we will read a report like - an airplane crash due FE fixated on fuel management while ignoring duty captain and FO 🙂

I do like watching ACI on Nat Geo. I have seen all the episodes from the start, watched them many times over. Some cases really stick with you through the years. 

 

Haha don't worry, I'll be fine. I've flown the L1011 before in p3d live. Also flown concorde, 727, DC-8 and more while managing all 3 roles, including concorde fuel management. 🙂

Edited March 31Mar 31 by Joshua757

15 hours ago, andy1252 said:

Ctrl-E (of course)

A lifesaver  😉

3 hours ago, Tom Wright said:

Yeah, I guess that's why they've included the GPS as an option, which isn't entirely unrealistic. My dad recalls when we got a flight deck visit on a Caledonian Tristar in the the late 90s they had a Trimble Flightmate (very early handheld GPS) that they were using. One of the pilots remarked that he wouldn't fly one of those without it.

That's interesting 

3 hours ago, Tom Wright said:

Yeah, I guess that's why they've included the GPS as an option, which isn't entirely unrealistic. My dad recalls when we got a flight deck visit on a Caledonian Tristar in the the late 90s they had a Trimble Flightmate (very early handheld GPS) that they were using. One of the pilots remarked that he wouldn't fly one of those without it.

A lot of folks don't realize the reality of this. I remember when I flew the C-141B, they bought some handheld GPSs that we would stick in the window. That jet had two INS systems and what was interesting, when you crossed the pond, they both would have a lot of drift. The airliners would be lined up and you would be either left of them or right of them. You would set the INS that was closest to the airline line as primary for navigation. You definitely had to update the INS position on a 8 hour or more flight. Gross navigation error checks were a must! Those had held GPS unit brought some comfort because you always feared that call from ATC that you are off course. Now I have so much information that it's impossible to get lost🤣. 

The DC10s I flew had a nice kalman filter setup in the INS system. If for some reason the GPSs were down and your NAV solution was INS only, after 30 minutes in NAV, the system would estimate position based on the drift rate of each INS in the triple INS system. It then could keep an accurate position when only using INS data. 

Concorde's INSs could be corrected in-flight using DME updating - you would tune to an in range DME station and then the INS would correct its error using the known distance to the DME against its assumed position.

I haven't done enough reading yet to know whether the Tristar's was similar.

58 minutes ago, Tom Wright said:

Concorde's INSs could be corrected in-flight using DME updating - you would tune to an in range DME station and then the INS would correct its error using the known distance to the DME against its assumed position.

I haven't done enough reading yet to know whether the Tristar's was similar.

That's how we did it on coast in. 

2 hours ago, G550flyer said:

A lot of folks don't realize the reality of this. I remember when I flew the C-141B, they bought some handheld GPSs that we would stick in the window. That jet had two INS systems and what was interesting, when you crossed the pond, they both would have a lot of drift. The airliners would be lined up and you would be either left of them or right of them. You would set the INS that was closest to the airline line as primary for navigation. You definitely had to update the INS position on a 8 hour or more flight. Gross navigation error checks were a must! Those had held GPS unit brought some comfort because you always feared that call from ATC that you are off course. Now I have so much information that it's impossible to get lost🤣. 

The DC10s I flew had a nice kalman filter setup in the INS system. If for some reason the GPSs were down and your NAV solution was INS only, after 30 minutes in NAV, the system would estimate position based on the drift rate of each INS in the triple INS system. It then could keep an accurate position when only using INS data. 

I am ashamed to say that in that plane, I was passed up by everything, to include 737s on the tracks. I was only faster than those C-130s beneath me🤣. We would be doing .74 and step climbing to get up to cruise altitude. I once got a selcal and was told to speed up or descend. I couldn't speed up because of fuel, so I had to descend so that 737 behind me could pass me up😑🤣. I did get revenge once I made it to the DC10, I could do morale speed in that jet.

Edited March 31Mar 31 by G550flyer
fix

7 minutes ago, G550flyer said:

I am ashamed to say that in that plane, I was passed up by everything, to include 737s on the tracks. I was only faster than those C-130s beneath me🤣. We would be doing .74 and step climbing to get up to cruise altitude. I once got a selcal and was told to speed up or descend. I couldn't speed up because of fuel, so I had to descend so that 737 behind me could pass me up😑🤣. I did get revenge once I made it to the DC10, I could do morale speed in that jet.

So which aircrafts did you fly in real life? DC-10 ... wow.

51 minutes ago, Joshua757 said:

So which aircrafts did you fly in real life? DC-10 ... wow.

C-141B, DC-10-30, GIII, GV and G550.

I plan on flying from LGA to PBI. I flew to PBI on an L1011 when I was younger.

29 minutes ago, G550flyer said:

C-141B, DC-10-30, GIII, GV and G550.

Nice variety of aircraft

26 minutes ago, comair_04 said:

I plan on flying from LGA to PBI. I flew to PBI on an L1011 when I was younger.

cool! How was the experience?

21 minutes ago, Joshua757 said:

Nice variety of aircraft

Thanks, it's a good mix of military, cargo, airline and corporate aviation. That's one cool thing about military aviation, you can get into a good variety of things that give you a good base to transition to civil aviation.