Hello Scott and JD, First a good morning to you both. Now, I sure as heck did have altitude callouts. That was one of the basic functions of the old Flight Shop software. In PF98 you could add modules before you compiled the FP into an ADV and that is exactly what I did to obtain altitude callouts. Giving up on RC having speed callouts for now, I see the white towel, I did take a look at FDC and decided to purchase it. As I really love those CATIIIx landings I find, for me at least, that altitude callouts are extremely important. Thus my persistence in bugging you guys. I am not aware of these gauges you speak about Scott so I will try to get some info on them. Sometimes ignorance is not bliss. Ok, I guess I'll let you guys of the hook but remember I expect V3 to have a copilot that will take control of the aircraft before the takeoff roll and then, after the route is flown, land and bring the aircraft to a stop on the active. My task as PIC is to taxi from the gate to the active and then later taxi from the active back to the gate. This is the age of the INTELLIGENT MACHINE. After all the L1011 was flown that way by now-retired Capt. Jim Webb, a former Eastern Airlines pilot and instructor, a good number of years ago. He details this in his book "Fly the Wing". Yet, no matter what you guys come up with, I await with anticipation.Good Luck.

The CP will not take off. The CP will not land and stop.Your job as PIC is to have complete control of the aircraft at all times - including take-offs and landings, particularly in bad weather and when using CAT II and III landings.When the PIC gives the plane to the CP for take-offs and landings, that PIC is the one responsible if anything goes wrong, even if the CP is flying.Your CP doesn't know where the runway centerline is, so is a poor candidate for take-offs and landings.No matter how imtelligent the L-1011 was, it couldn't take itself off, and couldn't perform CAT IIIc landings (full auto-land).I'm sure Eastern, not to mention FSDO, would have something to say about a PIC who never touched the plane except to drive it around the ground.

Hello again Scott, Well Sir I beg to differ with you on the L-1011 incident I was talking about. This was a complete A/P controlled flight from Lambert Field in St Louis to Washington National airport a number of years ago. As you are skeptical to what I write I will, if you want, obtain the publisher of this book/manual and the pages that the narrative is on. I have no reason to disbelieve the author. Just to give you an idea of some of the autoland history, the US Navy was having excellent results in testing out the Autoland System to be used in Navy aircraft for autolanding on aircraft carriers back in 1952. The contractor was Bell Aircraft in upper state New York. They, Bell and the US Navy, found it essentialy impossible to get their naval pilots to rely on the system and the Navy pilots would take over manual control just before deck touchdown. Yet the Bell test pilots would fly the aircraft and indeed land the aircraft on the carrier with Autoland. This is all in the US Navy archives if you so choose to investigate the matter. Scott, don't be so skeptical but enjoy the amazement of life in itself and the achievements of mankind in so many areas.Peace

Gee whiz Scott, I forgot to mention that on one of my wife's and my flights to KORD from KPVD, a very lovely flight and even more beautiful landing, as we were taxi-ing to the gate at KORD we heared from the Captain for the first time. He stated that this was the first time the complete flight was handled by this particular First Officer. What a lovely landing it was. I am not sure where you came up with your idea that the First Officer doesn't take-off and land the aircraft? That is simply not true. I am very aware, though, that the captain is responsible for control of the aircraft at all times, that is, if he isn't in the lav or what have you.