woodreau

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.

Thanks, I was not trying to start a EULA discussion. Just wondering what everyone was getting after looking at the license requirements.

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.

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

Use charts? or a TAWS / GPWS gauge?

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.

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.

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

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.

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.

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.

If you have a fast processor, the 750 will cause a bottleneck from what I understand.

Okay, I think I understand your question now. I took a look at the ILS 17L approach for ZSPD. There is no Cat III approach for any airport in Shanghai. There is a Cat II approach for ILS 17L. I think your confusion is the CAT 3 DUAL indication on the FMA. The FMA indicates the landing capability of the aircraft in configuration of the aircraft at the moment. It changes all the time. If you are flying a visual approach, the FMA will still say CAT 3 DUAL as soon as you press APPR and couple the second autopilot assuming all other equipment is operational. The CAT 3 DUAL indicated on the FMA has nothing to do with the actual approach being flown. It just lets you know that the aircraft is capable of a CAT 3 Fail Operational Autoland. As to the remarks as to a manual landing, the CAT II ILS Rwy 17L approach plate has a limitation note of "Manual Operation below DA" of 400m RVR, which means to me that a Cat II approach may be flown and if the RVR is 400m or greater, a manual landing may be made. The approach minimums is 350m. So if the visibility is less than 400m but 350m or greater, an autoland is required. Then you have to consider other limitations. At my airline Cat II approaches are always conducted to an autoland (i.e. More restrictive), so even though the approach plate allows a manual landing with a visibility of 400m or greater, if we were to fly the approach it would have to be to an autoland. If a generator were to fail during the approach, the CAT 3 DUAL indication would change to CAT 3 SINGLE indicating the aircraft is no longer capable of a Cat 3 Fail Operational autoland. Now it is limited to a Cat 3 Fail Passive autoland. If autothrust were to fail later on in the approach, the FMA would change to CAT 2. Further indicating to the pilots of a degradation in landing capability of the aircraft.

The video was pretty bad. I was wondering why he was continuing the autoland below 400 ft with a blinking G/S indication. And despite him saying it is 0 ceiling and 50m visibility, the runway was in sight well before landing. If it were truly 0/50m, the first time you would see the runway is the runway centerline light going underneath the nose wheel as you touchdown. Cat III aside, the aircraft is capable of autoland in Cat I. Cat III conditions are not required for autoland. It's just in Cat I conditions, the tower controller is not protecting the ILS so you do have to be aware of possible disruption in the ILS localizer or Glideslope signal that would cause the aircraft to deviate and be prepared to take over the approach and landing/go around and rollout. A Cat III approach is always an autoland for an Airbus, so I don't know what you mean by a manual landing. What you have to monitor even in an autoland is the rollout. If ROLLOUT is not indicated on the FMA at touchdown, then you have no idea where the aircraft is going and should be prepared to takeover the landing rollout to remain on the runway, if the autopilot is not maintaining runway centerline after landing. That may be difficult if you don't have forward visibility.

Whenever you set an altitude in the FCU, you are telling the FMGC that you want a different altitude than the one the aircraft is currently at. You then pull or push, depending on what you want to do. If you pull, you will either get an OP CLB or OP DES. In an OP CLB or OP DES, the aircraft will ignore any altitude contraints set in the FMS. So it will only show ALT in cyan underneath OP CLB or OP DES. If you push, the aircraft will attempt to honor any and all altitude constraints set in the FMS. You will get CLB or DES then underneath CLB or DES, it will either show ALT in cyan or ALT CST in magenta. There may be an altitude constraint set in the FMS. If the FMGC calculates the aircraft will meet the altitude constraint without having to stop at the altitude constraint, it will just show ALT in cyan. If the FMGC determines the aircraft needs to level off at the altitude constraint, it will show ALT CST in magenta and then indicate what altitude it is constrained to on the altitude tape of the PFD in magenta. Once the aircraft gets to the point of altitude capture, the ALT/ALT CST transitions from the second line to the top line of the FMA to show either ALT* or ALT CST* to indicate it is in the process of capturing the altitude that is either set in the FCU or the altitude constrained by the FMS. Once the altitude is captured the FMA will display one of the following ALT, ALT CRZ, or ALT CST, depending on the situtation. If it is ALT CST, the aircraft will only level as long as it is constrained, after it passes the constrained waypoint, it will resume the climb or descent to the altitude set in the FCU. At which point it will then show either CLB or DES, with ALT in cyan underneath, and the FCU preselected altitude in cyan on the altitude tape of the PFD.

The only part of the FMA that indicates you are hand flying is in the upper right. If there is no AP1 or AP2 or AP1+2 annunciated you are handflying. All the other annunciations in the FMA indicate what flight guidance modes are provided with the flight director. If you handfly with the flight directors off, nothing will be annunciated in the FMA.

If you just turn the knob without pulling or pushing nothing happens and after a set period of time. The dashes reappear and clear out what you set.

How much stuff is in your user profiles? Things to check for each user profiles on your computer: My Documents My Downloads Videos Music Pictures those are the usual things that take up space on your windows drive if you haven't redirected their location off from their default locations. If you are using a cloud drive like Dropbox or oneDrive. They'll also install on your windows drive as a default. Moving those off to another drive helps depending on how much you have there.

You can use a >2.2TB hard drive as a system boot disk for windows 7. But there are a few requirements: 1. 64-bit version of Windows 7 2. Computer needs to have a UEFI compliant BIOS. 3. Hard drive using a GPT partition, not MBR

generally the crew is paid for the entire flight whether they are in the actual pilot seat or not. The actual amount paid depends on the pilot contract. The captain is the only one making over $200/hr. All the first officers/relief first officers are making less than $200/hr.

Sometimes ATC (landing south in Orlando, all the time in Las Vegas or Shreveport) leaves you high on approach and then clears you for the visual approach. You're left with two choices, clean with speed brakes at 250kts to descend or dirty up with landing gear and one or two flap notches of flaps at 180-200kts to descend. It's situation dependent, both work. If you're farther away from the runway, you do the former, if you're closer in you do the latter, and if you're way too close, then S-turns, 360 and go around. But it's not for fuel efficiency - that's the last thing on my mind. In Aspen, on a normal approach on the LOC/DME Rwy 15 approach, you're looking at a 1800-2000ft/min descent from 16000ft to 700ft AGL fully configured at 140kts in landing configuration with the TAWS periodically giving you a "Terrain Terrain pull up" as you cross 500-800ft over Triangle Peak at elevation 9239ft, and continuous "Sink Rate" alerts after you go below 2500ft AGL. The sim is all about learning where the edges of the performance envelope for your aircraft are and getting to know what your airplane is capable of doing. Unfortunately there isn't enough sim time in a training syllabus to see what those limits are. And of course real life is not where you should be pushing to see what the limits are, but for a lot of new airline pilots who are transitioning from GA to the 121 world, that's the only place they get to see what the plane is capable of doing as one of the harder things to do as a new airline pilot is a visual approach - figuring out how low, how far out to configure, etc. In the simulator environment, the sim instructor is always giving you vectors to join, you're not flying around at 250kts, you have your profiles where you're told where everything is supposed to happen and everything is controlled. The real world is different and that where everyone learns what their airplane can do.

In cruise, you just talk the other pilot normally as you aren't wearing headsets. Using a headset, your mike can only be selected to one channel. You can listen to as many channels as you want (COM1, COM2, COM3, HF1, HF2, NAV1, NAV2, DME1, DME2, INT, CABIN, MECH, PA.) You can listen to one, two or all 13 channels if you want. Before you transmit you ensure your mike is selected to the channel you want to use. The interphone is a hot mike when the switch is in INT, so there's no keying required to talk. You just make sure the switch is in INT and then you just talk to the other pilot and anyone else listening in on the interphone (could be a ramper or mechanic outside, someone in the cabin, the other pilot or the flight deck observer(s), etc.) You do have to make sure you have the INT channel selected for listening, otherwise everyone will hear you, but you won't hear anyone else talking to you.

6080ft in a nautical mile Or just rounded to 2000 yards per mile

If the winds are light, you'll usually land on 25L with a tailwind. If they are stronger and exceed the tailwind limitation, you'll most likely switch to the 19s using the RNAV visual 19L/19R It's rare to see an aircraft do an approach in on the 7s because of terrain issues, but there is the RNAV visual for 7R in that rare instance.

The bearing pointer displayed on the ND and the DDRMI is using the VOR receiver to generate the bearing pointer. There is no way to navigate an Airbus by using conventional VOR or NDB navaids as there is no way to display it on a course deviation indicator (CDI). The only conventional navaid that can be used on an Airbus is ILS. The GPS signal is received in the multi mode receiver (MMR) which also receives ILS, MLS, and GLS signals. http://www.thalesgroup.com/en/canada/aerospace/multi-mode-receiver-mmr So the MMR position is used by the ADIRUs to derive a blended GP-IRS position used by the FMGCS. The ELAC is a flight control computer. It has no function in navigation. No the VOR antenna is controlled by the radio management panel, which provides a backup means of tuning the VOR receiver in the event of a MCDU or FMGCS failure. The position of navaids is in the navigation database of the FMGCS. The database most likely won't contain every single navaid and waypoint in the world. It will most likely be a subset of the world database depending on the needs of the airline. Any information that the ELAC needs most likely will come from the ADIRUs.