woodreau

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About woodreau

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  1. That sounds good. Probably don't want to go past 20DME to DET though, when you slow down to approach speed, you'll be doing about 2-2.5 miles a minute, and if you are on a 10 mile final - that's 4-5 minutes eaten up by your final approach. You don't want to go too fast that you can't slow down in time, but you don't want to go too slow either. But anyways, Good luck, enjoy your time and have fun - it will be a treat and a blast... I personally don't like simulator time, because every time I go - it's a test that I have to pass or I'm out of a job. It is nice to be able to step foot in one to be able to play. I've only been able to do that once, and it was to fly approaches into Aspen Colorado, and play dodge the mountains Steve W.
  2. woodreau

    Which version to get?

    Thanks, I was not trying to start a EULA discussion. Just wondering what everyone was getting after looking at the license requirements.
  3. rfresh737 has a lot of good pointers in his advice. You really don't have time in 30 minutes to fly a SID up to 4000. You don't want to do any taxiing, just start on the takeoff runway with the engines running, configured for takeoff. Do your taxiing after your last landing, if you want to get a feel for the tiller/rudder pedals. You'll just have enough time to takeoff, level off at pattern altitude, turn crosswind, downwind, vector to ILS, go around, and do the pattern again to land. basically two patterns. You can try to do a touch and go instead of a go around from the first approach, but be prepared for a takeoff configuration warning after you apply TOGA thrust to go around after touching down. (spoilers are out and flaps are not in takeoff configuration) Ignore it and have the instructor configure the aircraft for go around to fly your second pattern. As a point of reference, when pilots are training in the sim, the goal is to get into the cockpit, do the cockpit preparation, do all of the required dispatch paperwork, weight and balance, and push off the gate in 15 minutes. (Crews don't get it done in 15 minutes at the beginning - takes them 30 or longer to start - which eats into their precious sim time too - although they do have longer, but they have more to do) Engine start during the push back, and then taxi to the runway, so it's usually 20-25 minutes before they are up in the air on a really good day when they are at the top of their game. As far as hand flying, if this is your first time in a simulator, you might want to fly with autothrottles. It takes one thing you have to monitor off your mind and just allows you to focus on the plane's altitude and heading. You have another person in the seat next to you - he or she is your other crew member and a resource for you to use. You're busy flying the plane, command the other crewmember to set your MCP panel - your speed and heading bugs, altitude selector, etc. Steve W.
  4. woodreau

    Which version to get?

    After reading everyone talking about Prepare3D, my question is which version is every one getting? The academic license for 60? Professional for 200? or the Pro Professional for $2300? Thanks
  5. woodreau

    Mountain Elevations

    Use charts? or a TAWS / GPWS gauge?
  6. woodreau

    Gyroscopic effects

    That was a really cool way to demonstrate, I was going to suggest a bicycle wheel that you saw in Physics class, but the external USB hard drive works just as well, so long as it's a conventional hard drive with spinning disks, and not a solid state drive.
  7. woodreau

    Curious about ATC inmountain approaches.

    Don't do it? "Unable" Real-world ATC outside the US is like that too. The controller has no problems and will clear you to an altitude that will have you smack into the side of a mountain in Mexico or South America, if you don't know what you're doing. The controller assumes that you the pilot knows what you are doing.
  8. From what I understand try to upgrade the GTX 750 card to something better like a x70 or x80, if you're going to go all out with the processor. The 750 won't do so well when paired with a better processor. That's my understanding anyways.
  9. woodreau

    Managed range and desired track.

    An Airbus is a really bad example if you don't know the basics of following a desired course. The aircraft pretty much dumbs it down and doesn't provide any means of manually following a course (like a CDI / course deviation indicator) other than by flying to the FD bars. The only time you'll get a CDI displayed to manually monitor whether you're on course or not is when you are using a ILS or LOC signal. It's one of my gripes about the Airbus philosophy. The FD bars drive you to what is indicated in the FMA. It doesn't matter whether the autopilot is on or off. The FCU and the MCDU allow you to interact with the Flight Guidance. If you enter your wishes in the MCDU (in the form of waypoints, airways, speed and altitude constraints, winds, temperatures, desired time of arrival, etc), the FMGC does the calculations and tells the Flight Guidance what needs to happen to accomplish what it's been commanded to do. or it can report that it's unable to accomplish what its been commanded to do, e.g. RTA ERROR. The Flight Director bars show you what Flight Guidance is commanding. If you enter your wishes through the FCU and then pull, the Flight Guidance then drives the Flight Director to do whatever has been commanded through the FCU, either heading, v/s, FPA, OP CLB, OP DES. All the HDG/V/S and TRK/FPA button does is change the method of display for the flight director bars. It has nothing to do with following a desired track. You get the FD "needles" in the HDG/V/S mode and you point the aircraft "nose" the black square in the center of your attitude indicator at the needles. In the TRK/FPA mode, its more confusing if you don't use it often. You'll get a "bird" / Flight Path Vector and you drive the FPV into the "wings" which is not as intuitive. Instead, I use the FPV to drive the airplane where I want the result, i.e. if I'm on the glideslope, I'll drive the FPV to 3 degrees down, that will usually keep the airplane centered on the glide slope needles, then I crosscheck the trend with the G/S needles. The FPV displays where the airplane is going, i.e if the FPV is on the horizon, you are not climbing or descending. If the FPV is directly ahead of you, there is no crosswind. It if it is offset to the left or right of the aircraft heading, you are experiencing a crosswind and it shows you which way the wind is pushing you. You can see the resulting track on the PFD displayed as an offset on the attitude indicator (the heading indices on the horizon of the attitude indicator), and on the ND with the track diamond on the compass rose. So in that sense, the TRK/FPA mode, shows you the aircraft track or its course over the ground.
  10. woodreau

    Heading/Course difference

    I think you are making it difficult. Your diagram that you posted in an earlier post explains everything. A course is a direction that you want to follow from one point to another. (The desired course in your diagram) Track is the result of the environment (wind/rotation of the earth etc) on an aircraft's heading. Heading is the direction the nose of the aircraft is pointed in. In learning to fly you learn to basic aircraft handling as well as learn to see the effects of the environment on your aircraft as you fly ground reference maneuvers around a point or as you fly traffic patterns around the airport and you learn how to correct for the winds to get a desired track over the ground. You learn to recognize where you are in relation to where you want to be and make the aircraft do what you want it to either visually or by following a course deviation indicator (CDU) or a bearing pointer.
  11. It's interesting that there aren't a lot of smaller regional aircraft listed, since they make up the bulk of domestic flying today. I'll have to see: Planes I've flown in: L-1011 B747-200 B747-400 DC-9 MD-80 MD-88 DC-10 MD-10 MD-11 B737 B757 B767 B777 B727 A300 A319 A320 B1900D JS-31 Shorts 360 DHC 8-200 Saab SF-340 EMB-120 ATR-72 ERJ-135 ERJ-140 ERJ-145 CRJ-100 CRJ-200 CRJ-440 CRJ-700 CRJ-900 CRJ-1000 ERJ-170 ERJ-175 Fokker 70 BAE-146 SGS-233 SGS-232 KR-03A C150 C172 C172RG C177 C182 C182RG DA-20 PA-24 PA-28 PA-44 BE-76 BE-58 BE-55 DHC-2 Beaver Amphibian R-22 TH-57 SH-3 SH-60B MH-60S CH-53E CH-46D/E CH-47 UH-1 OH-6 C-141 C-130 Kawasaki C-1 C-2 Greyhound T-34C F-14D C-9 C-40A P-3
  12. woodreau

    Where is your A320 now?

    Found the Bundle Link. I was just confused by the Airbus X Extended and didn't know which product was the one to purchase if one hasn't ever had the Airbus Product. Downloading as we speak. Looking forward to flying it to see how it compares to flying the real thing.
  13. woodreau

    Where is your A320 now?

    Thank you for explaining. So I need to purchase the Aerosoft Airbus A318/319 and Airbus A320/A321 to get the initial product and not the Airbus X or Airbus X Extended as those are older, correct . (reaching for credit card) Apologize for drifting the thread OT. I'll need to start posting where my A320 is once I get the software, though it won't look anywhere as good as your guys. Next I'll need to investigate scenery packages. My real-world A320s are at the former Delta Cargo terminal at DFW, where they spend their precious few hours of downtime for maintenance.
  14. woodreau

    Where is your A320 now?

    Not anymore... as of Nov 20, Spirit is at E31, E32, E33, E21, E34. Delta moved into the E Satellite as their portion of the E Terminal closed for TRIP. I've been loving your guys' (esp HLJames') screenshots. Is there a difference between the Aerosoft A318/A319 and the Aerosoft A320/A321 and the Airbus X Extended or are these all the one and the same product? I've been confused by the product naming on the Aerosoft Website. I'll need to pick up the Airbus to add to the hangar.
  15. If you have a fast processor, the 750 will cause a bottleneck from what I understand.