jcmissionary

A lot of the major airports are using CPDLC (Controller Pilot Data Link Communications) for clearance delivery, so even the bigger places are going to seem somewhat slow. Another problem is that many liveatc streaming sites have a hard time picking up aircraft on the ground.

Energy management is one of the big struggles pilots have with the 800. I've jumpseated on the 737 a number of times, and it's been something that the captain comments on every time in the approach briefing. I've also seen the speed brakes used extensively in the descent. If they're planning on a short approach, then they'll sometimes drop the gear early to help in getting slowed up. High energy approaches are also something I keep in mind as a controller, and we've been told to be keenly aware of the workload that it can put on pilots. If I have a sequence where I can put a 737 on a short approach, I'll look at the type. If it's a -400 or -700, then I can usually get them in pretty tight without any problems. If it's a -800 or -900, then I'll think twice before trying to set them up for a tight approach. If you want to get a taste of how energy management works in the real world, next time you fly an approach hold 210 kts to a 15 mile final, and then 170 to the FAF. This is typically how we set aircraft up on the finals here at IAH. It can be challenging, but I find it to be a satisfying way to fly approaches.

If you don't mind the somewhat high price, I would recommend this: http://aviation-press.com/ I used it a lot during my time studying for the ATP written, as well as just increasing my aviation knowledge. The layout is a bit bizarre, but the author does a good job of breaking down the regs into plain english.

I can't speak for the EU, but here in the USA, Alaska Airlines has HGS in all of their 737s, even the -400s. When I've flown in the jump seat, most of the captains have used it for takeoff and stowed it at 1000', and then brought it back down at top of descent. One captain did use it in cruise to see the flight path of the aircraft as we were picking our way through thunderstorms.

It's just a little tounge-in-cheek humor, is all. In this case, it wouldn't be a case of poor planning since it was an ATC assigned speed. Not much the flight crew can do about that. The poor planning part comes more from when you get a pilot's discretion descent and then hang it up when you should be going down. I've had airplanes that get PD descents come into my airspace up in the flight levels, and then get vectored all over the sky on the great Anchorage tour while they get down.

Some of my airline pilot friends call it the 'poor planning lever'.

Sounds like the A330 was too close to the ERJ when he started his turn. I don't think the controller was at fault.

Bryan,I accidentally installed the May 2008 start center into my FCX installation, and lost the PMDG 737 tab, which was replaced by the Wilco Airbus: SE tab. Is there a way to get the old start center back?Thanks.

Hey all,Just a quick question about how VOXATC handles traffic in FS9. I know that it won't talk to or control AI traffic, but will it give you traffic advisories for said traffic, or can it only give you traffic advisories for it's own phantom AI traffic. Thanks in advance!

Very well. Thanks for the quick reply!

First off, congratulations on the release of Flight Crew X, Bryan. I am downloading as we speak. I've meant to pick up FS2Crew for some time, and now I have the perfect opportunity to do so.I do have a question, though. Are voice scripts provided, so that one may record their own voice to be the captain? The narcissist in me would be greatly satisfied if I could hear myself bossing my poor FO around. :-)

This post made me laugh. Thank you.That is all. :-)

Here's the thread he's talking about.http://forums.nvidia.com/index.php?showtop...aded&show=&st=&The new Nvidia drivers force their own settings on FS9, so you have to use nHancer to override the driver settings. I just upgraded to an AGP 7800 this week, and I was scratching my head over why I wasn't seeing any AA in FS9, and this thread fixed things for me.

I've been playing Ace Combat quite a bit lately, and I was thinking the exact same thing, in regards to it's graphics engine. Maybe for FSXI......

"2. The AirlinerXP A320 is nothing but PR hype at this point. First advertised as coming in Q1 of 2007, now advertised as coming in Q2 of 2007 (end of Q2 is 11 days away as I write this), soon to be advertised as coming in Q3 of..."There was actually a post made at the AXP forum nearly a month ago stating that they would not make the Q2 timeframe. Time to rename it "AirlinerXP A320 Forever". :-hahJ.C. Howell

when PMDG's 747 was first released, it killed the forums for a few days. That was fun. Either SP1 isn't as big of a deal, or Avsim's upgraded their forum servers since then. :-)

The DX10 FSX update won't be out till this fall. As it stands now, FSX only uses DX9. Any posts you may have seen regarding DX10 performance have usually been speculation as to what we may expect when the DX10 update is released.

It's more around $10 a gallon, with

I have a feeling that your IP address will be the next thing banned here. Good bye.

How much memory and video memory do you have? FSX, when it comes close to using up available memory, will stop drawing buildings and such to try and improve performance.

If you're looking for a 747-400, there's really no question about who to go with.http://www.precisionmanuals.comI'm not aware of any other payware 747s out there that even come close to PMDGs offering.

This thread has officially crossed over into ridiculous. As much as I disagree with Dave T. on some things, I have enough respect for him that I don't think he'd stoop to that level.

'But it is sensitive to airspeed and gives totally bogus values at high speed and high altitude.'Technically speaking, the temperature reading given on the default temperature gauge is the correct total air temperature. The reason it's so high is that as the air at the probe is slowed and compressed, the temperature rises, thus you can have an inflight reading of the TAT at 37000 feet being in the range of -20-30 C or so. However, an Air Data Computer can take TAT and convert that to static air temperature, or the ambient temperature, which is what your gauge shows. (If I understand your post correctly)Of course, with FS, this is all accomplished through formulas and the sim engine, so the actual physics of total air temperature don't come into play.

I actually prefer this one over PMDG's 737. Probably because I'm a fan of those hybrid 'glass/steam' cockpits. I'm happy with it, and it nicely fills a void left since FS2002 and Dreamfleet's 734.The documentation is adaquate, but don't expect anything on the level of PMDG's 744 (Still the most complete operating manual that I've seen). For that price, I think that it would be worth getting. Just make sure to get the service packs from justflight's website after installing.

I'll have to take a look at the Marchetti. I'd meant to get it for FS9 some time ago, but never got around to it.