aitrafficgroup

Hi,

Firstly, amazing work! This aircraft is mind blowing, wish the airline I fly for was to order some. Maybe one day..

The V1 cut options are fantastic, and I understand the product isn't designed to be used for training. However, in real life simulator sessions doing V1 cuts we obviously don't know which engine is going to fail...is this something you could incorporate in the failures menu please?

Also, I think the views that show the wing and engine (but not situated right by the engine) could be tweaked a little. On my 1920x1080 screen, selecting either shows a small peice of door detail which obstructs the view - it's very minor but just a suggestion to improve the view

Keep up the great work!

Henry Lidster

Yep been flying the real big jets.

Thanks for the reply, i looked but cant find anything in the program. Could you help please?

Hi everyone,

Is there an application out there that can read a flightplans.txt for an airline and figure out how many parking stands are needed for it? This would then have the effect of being able to better plan AFCADs and optimise the use of airline codes. Any help much appreciated!

Henry

Similar to the above but we have no ACARS so we are our own dispatch. Only had one diversion so far, so we took a lot of extra fuel and held for 20 minutes at our planned destination with absolutely zero improvement in that time so we decided to go to the alternate having checked the weather both before the flight and whilst in the hold. ATC gave us direct to a fix near the ILS for that airport and then vectors later on for a CAT 2 landing. Not ideal for our passengers, but we anticipated the threat and made good decisions. Landed at the alternate, our passengers got off and we waited 4 hours for the return passengers to be bussed up to us, and then flew back to our original departure airport. Not a big deal really but part of airline life!

Henry Lidster

I would also like to get hold of this model if possible. Thanks!

After touchdown, disconnect autopilot and autothrottle, then apply reverse thrust.

Henry Lidster

It might depend on the speed you specified in the DES page. Yes it may throw you into a dive but the golden rule is if you dont like what it's doing, either disconnect the autopilot or use another mode. In this situation I'd recommend Level Change on your current speed and you wont get anywhere near over 3000fpm unless you drastically increase the speed in level change mode.

Also, as mentioned above remember in VNAV PTH the plane will pitch for the path, and in VNAV SPD it will pitch for speed (same as level change, but protected for altitude restrictions)

Henry Lidster

Newcastle isnt a base so a typical day will be flown by crew based at other airports. But this is FS so you can do anything you like!

Heres a delivery flight for you: http://uk.flightaware.com/live/flight/RYR800Z

For the flight the a/c will be empty, so a ZFW of about 40-42 tonnes and then fuel will likely be around 22-25 tonnes? There are fuel planners here on AVSIM to help.

Henry Lidster

• Close thrust levers
  
• Disengage autothrotle
  
• Raise speedbrake lever
  
• Apply max reverse thrust
  
• Make sure braking is happening (RTO autobrake only effective 90kts or above), otherwise max manual braking
  
• Stop the aircraft, set the parking brake.
  
• Diagnose failure and act appropriately
  

Henry Lidster

There are two versions of the centre pumps on our fleet.

The early aircraft have the old ones. If theres 2300kg or more in there for takeoff, they would be ON. Otherwise switched on at 10,000ft. When the fuel quantity decreases to 950kg, open the crossfeed and close the L CTR fuel pump and on first indication of a low pressure light close the R pump and close the crossfeed.

On the new ones, no specific rules for quantity before takeoff but 500kg is suggested as we could get a FUEL master caution during climb which is distracting in a very busy phase of flight.

Henry Lidster

AUTO/ON is standard on our latest ones.

Henry Lidster

Brilliant work! Well done. Any chance on the airstair door for the Ryanair style?

http://tinyurl.com/c6kbhrd

Henry Lidster

They are left off during the standard preflight and on in the before taxi checklist. However, if you have freezing conditions (OAT 3 degrees celcius or below, vis below 1600m and precipitation of any kind) then put them on in the preflight.Henry Lidster

As we do low drag approaches nearly all the time, depending on the weather and the airfield I usually disconnect the automatics around 500ft above the airfield. Disconnect the autothrottle first, two clicks is all it takes of the switch (not 30 continuous clicks as some captains seem to think), and then disconnect the autopilot (2 clicks again).Pitch + Power = Performance...Pitch + Power + Trim = Trimmed PerformanceYou know that for 60 tonnes and flaps 30 the N1 for final approach will be around 57%. Flaps 40 is roughly 61%. Adjust for weight and wind, also not every ILS, Non precision approach or runway PAPIs are 3 degrees so check the charts!Set your pitch. Flaps 30 will be around 2.5 degrees nose up giving a V/S on a 3 degree path of ~750fpm. Flaps 40 pitch is around 1 degree.If you have crosswind and/or gusty winds, disconnect earlier to get a good feel for the approach and the conditions rather than disconnecting at the minimum use height of the autopilot which is 158ft below the DA which will help you.Cross the threshold in time with the "50" callout and dont get scared of the runway coming towards you, keep your aiming point and at 30ft start to raise the nose by 2-3 degrees, 20ft slowly close the throttles (the quicker you do it, the quicker the aircraft will pitch down as a result of the reduced thrust and more likely lead to a positive landing) and then as the effect of the thrust reduction takes place hold your attitude and touch down.Practice makes perfect. Keep trying until you get it right. Good luck!Henry Lidster

Nice work! Have you added the doors for the airstairs that Ryanair has under the L1 door for example?Henry Lidster

You don't need GS capture before engaging the second autopilot. Also, you need both NAV recievers set to the ILS frequency:

One VHF NAV receiver must be tuned to an ILS frequency before the approachmode can be selected. For a dual A/P approach, the second VHF NAV receivermust be tuned to the ILS frequency and the corresponding A/P engaged in CMDprior to 800 feet RA.

Very nice, none of our 737s have the eyebrow windows any more though, easy to change in the config options :)

I've checked my config files and its all in the 32-bit mode...could it be from smaller bitmaps in the panels and textures then being upsized to my 1920x1440 full screen res?

Any further thoughts anyone?

Yeah its the bitmaps that are the problem especially the ground ones, it almost looks like theyre in 16 bit

Hi everyone,Having some problems recently with panel, cloud etc textures at night which I did not have on my previous XPS M1710 laptop...i now have a M1730 and everything is fine with the exception of panel and cloud textures being the most noticeably poor when flying at night. My specs:Vista Home Premium SP2 64bit, Core 2 Duo 2.4Ghz, 4GB RAM, FS9.1, 2 Nvidia 9800M GT SLI 512mb each, 179.24 driversAny help much appreciated :)Henry

In the FS assignments, turned out the install had wiped them so just reconfiguring them in the FS menu fixed it. Thanks for your help

Thanks for the reply Word Not Allowed, just checked and FSUIPC 3.93 still seems in place. Any other ideas?I had to buy the DVD version of it, then installed the service packs as I couldn't re-download the 777 as obviously the servers arent there any more.Henry