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About victorlima01

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  1. victorlima01

    This happens alot

    That's a pretty neat trick. Always learning! Thx Sam.
  2. victorlima01

    IAN Approach

    Hi Leo, Capturing the IAN glidepath and final approach course via the MCP is very similar to capturing an ILS glideslope and localizer. Firstly, select a valid RNAV approach from the FMC database (on the Approachs page). As you approach the final approach fix, with VNAV and LNAV armed/engaged, you should press the APP button on the Mode Control Panel. This should result in having FAC (final approach course) and GP (glidepath) display on your FMA in gray colors beneath the active modes (in green) whichever they may be (If you are already flying with Vnav and Lnav the active modes should be LNAV and VNAV PTH. The FAC and GP annunciations will eventually engage and become green on the FMA, much like LOC and GS would - were you capturing a localizer and glideslope signal in an ILS approach. Simply let the autopilot fly the airplane down to the minima or fly it yourself using the flight director cues in the PFD.
  3. victorlima01


    Problem with flightaware is that it will often not give you the routing from Europe to North America. You can either go to and see whether they hava real-world recently flown route that would suit you, or you could do the routing yourself using something like PFPX. Thta program is so great you might come up with a better routing than a real dispatcher!
  4. Hope this doesn't go against Kyle's forum moderation policies Definately worth it. Yes we came in earlier this morning (June 6th), around 5:30 am local time (0830Z). Hope you guys nail it! I still haven't had time to reproduce the flight. Philip go fly! you can always take that class again next year. haha jk, best of luck with your finals The reason why I haven;t tried it yet is because I have never had to go around in the sim. That's how good a pilot I am hahaha. Jokes aside: yeah I have to brush up on the FCTM and I'll post back. But from my experrience this morning I can tell you that pressing TOGA on a 777 below MLW sure feels like a shuttle launch. flap retraction should be pretty quick.
  5. Hi guys. I was onboard AFR442 from Charles de Gaulle (Paris) to Rio de Janeiro Intl' on their 777-300 ER, which by the way is equipped with a great dash cam for us to get a frontal of view. We were coming in at aournd 5:20 am local time and since I know the area quite well I knew for a fact (which I later corroborated with the crew before leaving the plane) that we were cleared for a GIGSO1A Rnav arrival to join the ILS 15 X procedure for rwy 15. It was still dark outside but as we descended below 4000` I noticed a pretty massive and low fog bank covering all of Rio. Looking at my seat's screen I started trying to scope out the landing lights thinking all the time those guys up front were probably doing the same, just a tad more nervous. We got visual cues from the lighting somewhere between 400 and 200 AGL, right on the mark and the PAPI showed they were right on the money all the way down. But for some reason, the aircraft floated a tad too much above the first third of the rwy and main wheel touch down occured just after the last rwy mark. The captain didn't hesistate and up we go. It was a little unconfortable but also exciting to have a go around after touchdown. They circled back and went for RWY15 again, this time doing a heck of job with the landing followed by a burst of applause from the distressed cargo (I'm sure there about 300 brazilians posting on facebook now how they almost died today). I'm writing to see if anyone wants to reproduce the flight (or at least the approach) under the conditions we encountered earlier this morning. The METAR read as follows: SBGL 060925Z 27004KT 2500 BR BKN004 20/20 Q1019 (my impression is that it was more OVC than BKN...) A few pointers: The region is full of hills. Beware. Because of that, the STARs tend to be steep and leave very little time and space to slow down and capture the LOC smoothly. Adequate energy management is critical to descend in Rio. The 777 is more forgiving but it's pretty usual for 737 crews to have to descend eith speedbrakes in flight detent up until they extend the flaps. I highly recommend you try this is with add-on sceneries available for the area. There is a specific scenery for the airport only avilable from a well-known developer and also a photo-real scenery for the entire city from a stand-alone developer. That scenery is particularly nice for appreciating the dangerous peaks surrounding the airport (not sure I can comment any further). And here you can get teh charts for free (Brazilian AIP website) Hope you guys have fun. Best Regards, Victor
  6. victorlima01

    Weather radar test (stupid question)

    Glad to see my questions brought up such an interesting discussion. The reason why I brought it up is that here in Brazil I know of at least two or three scary stories directly related to the Wx radar. And it's not like we have the worst weather in the world down here, mind you. So in my opinion a Wx radar-related item in the before-takeoff checklist seems like a good idea and I don't think that is micro-managing the crew at all. Having a item in the taxi-in checks seems just as important to protect the ground crew from harmful radiation. That being said, having a functional Wx radar on our PMDG planes is a novelty to us, which means we're more prone to forgetting about it altogether than your average RW driver.
  7. victorlima01

    Weather radar test (stupid question)

    Since we're on the topic of procedures and Wx radar, allow me to quickly hijack the thread and ask a quesiton of my own. I still haven't found a single RW before takeoff checklist that reminds the crew to turn on Wx radar. Shouldn't it be there or is it a non-essential item that doens't merit its own place on a checklist? I think even more importanly would be a "Wx radar...........OFF" on the taxi-in checklist. I thought the emission from the Wx radar was rather harmful to ground personnel.
  8. victorlima01

    Slight issue with RTE2 with the latest version

    Hey Rob, I think DP in his case means Departure Procedure (as in SID). Take a look at the context. He'd like to use destination airport as origin airport of route 2 to build a route from original destination to destination alternate. And by placing his original destination field as origin in rte 2, he'd be able to choose from that airports' SIDS (or DPs).
  9. victorlima01

    PFPX fuel dilema

    Matt, ever since I read this on the FCOM I always leave the Left FWD fuel pump on during ground ops while the APU is running and engines are on cutoff. I can't remember where but I read that you could theoretically leave the pump off and the APU would still be getting its fuel but that it's good practice to leave that particular pump on for APU operations. Could you corroborate this? Thanks Edit: And just to comment on the OP's issues: like many, I've also found out long ago that FSX birds use way more fuel and thrust than their real world counterparts when taxiing. I have found that 220-280 kgs is what I end up using for my usual 5-12 minute taxi. I have thus edited PFPX to always assume a 240kg taxi fuel. This always works for me. Although I'm inclined to change it to 13 kg/min to nail it
  10. victorlima01

    Dynamic head movement

    You can adjust it by right clicking the red DHM button on EZCA control pannel. There are a million input controls, so I simply gave up and disabled it altogether. A good vibration profile fro the NGX would be much appreciated. Please let me know if you run into one! And to answer your original question, whatever you edit in the 737 profile will not carry on to the 777.
  11. Hi Chris, Thanks for the quick reply. Is my signature not showing? It's supposed to say "Cheers, Victor". That's my name. And as luck would have it, my last name actually is Lima. No, my dad isn't in ATC. Just one of these bizarre coincidences of the universe where the guy who loves aviation gets to have a first and last name from the NATO phonetic alphabet! So I'm not blaming you for reminding me to sign my posts with my real name... but it sure gets a little old after 10+ years of hanging around these forums! And thanks to all for the replies as well. Informative thread. I kow of the universal "spoilers down and stable approach by 1000 AGL". I was just really wondering about possible structural damage as Simon pointed out. A Brazilian Airliner's SOP actually recommends NG drivers to drop the gear as high as 8000' to help maintain the vertical profile of some of hese STARs. Rio presents some challenging terrain, but in my honest opinion some of the procedures were very badly planned out. And a lot of controllers and pilots seem to think the same.
  12. Hi guys. I am currently unable to access my manuals and I just landed from a flight from Miami to Rio on a B772. The STARs that link to the most commonly used approach to RWY15 are rather steep and usually present an unusual challange to crews in terms of energy management. Today I was seating right at the trailing edge of the right wing and noticed that the crew had the spoilers up to pretty much flight detent all the way from around 9000' to gear down, flaps 20 (somewhere around 1500-2000'). I remember from the 737NG manuals that spoilers should not bet used with flaps setting greater than 5 (or 1 - can't recall exactly). Does anyone know off the top of their heads if there is such a recommendation for the 777? Obvisouly if the PF decided to opt for this maneuver I'm imagining it might not be explicitly written in the flight manual that it's forbidden or even "not recommended". But it might be frowned upon. Anyway, he proceeded to get us down quite smoothly after the spoilers went down. Thanks in advance for your input.
  13. victorlima01

    Thank you

    Every so often these wonderful posts pop-up on the forums. Thank you to PMDG and for my fellow simmers for taking the time to appreciate their hard work and for putting the complaint threads on hold. Every time I see one of these threads I will join the chorus.
  14. victorlima01

    Old habits die hard

    Patrick, I don't know how well versed you are in the basic stuff that private pilots learn in their first weeks of ground school regarding rules and regulations. But it might be worthwhile to buy a few books on these subject matters and entry-level texts on IFR flying as well. I know nowadays simmers seem to think that things are as simple as following the magenta line down to 2000 agl and arming approach. But, like someone stated here, if you learn the basics behind ILS, VOR navigation and other "old-school" stuff you'll get things easier and then all you'll have to worry about is learning to fly an aircraft that experienced captains spend months of intense studying and training to learn as well Rod Machado has some funny entry-level books which could help you. Maybe you've crossed that bridge already, but when I was trying to learn all these things alone 16 years ago without the benefit of these forums it helped a lot. Anyway that's my two cents. I know a little about your background and I have to say I admire your perseverance greatly! Welcome aboard!
  15. victorlima01

    pmdg 737 ngx

    Hello Laurence. There is a 2d panel in the NGX. However, do not count on there being one for future products. The 777 does not come with one and PMDG has already made it clear that they have moved beyond 2d panels. Purchase the NGX. You won't regret it.