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victorlima01

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About victorlima01

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  1. Thanks heaps Jim!Best Regards,Victor LimaSBGLhttp://www.precisionmanuals.com/images/forum/800driver.jpg
  2. >DME arcs are certainly in our database. I cant think of a>reason why they wouldn't be in UAL's. They aren't in Varig's 777s either. At least they weren't since Varig, Alas, is no longer.edit: forgot to sign!Godspeed,Victor
  3. Hi Holger, would you be so kind as to supply us with the realworld plans if they are available to you?BTW does anyone know of a site such as flightaware.com that lists real world flightplans for Europe? That would be sweet. I never fly in Europe because of this... I don;t like to build my own flightplans, I like to simulate real-world ops.Best Regards,Victor LimaSBGLhttp://www.precisionmanuals.com/images/forum/800driver.jpg
  4. > We modelled this feature exactly as>per operating manual (what else...).>>Best,>>VangelisLOL Right you are, Vangelis the master. :)Best Regards,Victor LimaSBGLhttp://www.precisionmanuals.com/images/forum/800driver.jpg
  5. According to the real AOM:"during takeoff, the FMC records barometric altitude as the airplaneaccelerates through 100 knots. This altitude is used to activate LNAV andVNAV, enable autothrottle activation (if not active), commandacceleration for flap retraction, and set climb thrust if an altitude has beenselected"Best Regards,Victor LimaSBGLhttp://www.precisionmanuals.com/images/forum/800driver.jpg
  6. Oddly enough, they are entirely different aircraft ;)It is my particular belief that there are a lotta pilots out there to whom this discussion goes way beyond their needs and interests. To illustrate, I decided to start a similar V2 discussion with a friend who has been flying 777s as a capt for quite some time. Ultimately he didn't know what would really happen if he were to set 250kt on the MCP window. Would the 777 AFDS guide him as it would should the MCP be set properly to V2? Some might say that it's obvous he shouldn't know such a thing since he'd never try it for real or waste level-D time with this. Another question that came up was from where comes the command for the f/d to pitch to V2 + whichever speed. But who cares right? What matters is that the crew knows what will happen during normal and non-normal takeoffs. Well things got messy by then and we gave up on the matter. But the truth is that knowing such information shows in-depth knowledge of the aircraft and imho, that the pilot goes the extra-mile to understand some aspects of his aircraft which aren't necessary but are nonetheless precious. And this is the kind of professional that most people look up to. Not that I don't think that my friend is a great pilot. As a matter of fact I have trusted my life to his hands on numerous occasions and seen him flying like few people can. But this is my sincere congratulaitons to Steve and all other ATP in this forum who "waste" their time on such discussions here, which only add to their carrers.Best Regards,Victor LimaSBGLhttp://www.precisionmanuals.com/images/forum/800driver.jpg
  7. Most SOPs that I know of use V2 instead of V2+10 in the MCP speed window. However, once you get the aircraft airborne you should adjust pitch to maintain a speed anywhere between V2+10 to V2+20.Best Regards,Victor LimaSBGLhttp://www.precisionmanuals.com/images/forum/800driver.jpg
  8. Nope you're probably just flying a whole lot better and planning your descents more accurately ;) I'm kidding, don;t know where it went either. But I'm not exactly missing itBest Regards,Victor LimaSBGLhttp://www.precisionmanuals.com/images/forum/800driver.jpg
  9. Luis, almost all aircraft out there (Boeing or lightsport aircraft) are flown exactly the way you described. Being able to trim your aircraft in all flight regimes is an essential part of being a skillfull pilot. In fact, I know a certain 777 instructor and checkride inspector who belives that he can tell during the first five minutes of flight with a total stranger whether he's a skillful pilot simply by watching how he handles his trimming during climbouts. I'm not as radical as that man, but I do believe being a good "trimmer" adds a great deal of finnesse to your flight. Best Regards,Victor LimaSBGLhttp://www.precisionmanuals.com/images/forum/800driver.jpg
  10. Hi I'm 23 and currently a 4th year medical student. Expecting to become a surgical resident by 2008. Best Regards,Victor LimaSBGLhttp://www.precisionmanuals.com/images/forum/800driver.jpg
  11. >www.tomalfex.net. Although it hasn't been updated for almost>3 years, still is fine for derated takeoffs in any of PMDG's>737's.Nope, you won't find it there for Phil mispelled it ;) , but you will find it here: www.tomaflex.net and Phil is right. It might suit your needs. It works for me anywayBest Regards,Victor LimaSBGLhttp://www.precisionmanuals.com/images/forum/800driver.jpg
  12. Wow, That must've been tough! I don't think I can make it 4 hours straight with no ap. I commend you!Best Regards,Victor LimaSBGLhttp://www.precisionmanuals.com/images/forum/800driver.jpg
  13. But won;t the FMC consider the ILS's geographic position to be the same as it's real-world counterpar? That means the opposite end of the rwy, where the ILS antenna and housing are located. Best Regards,Victor LimaSBGLhttp://www.precisionmanuals.com/images/forum/800driver.jpg
  14. There probably will be. For 737NGX I mean. It doesn't upset me though, it's such a small thing. Truth be told, after I tried a certain developer's 777-200LR and their crazy Vnav and slow fps nothing PMDG does could possibly upset me! Sorry for the flame. I couldn't help it. (well I wasn't entirely unethical. No one knows which company I'm talking about :-sae )Best Regards,Victor LimaSBGLhttp://www.precisionmanuals.com/images/forum/800driver.jpg
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