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swj737

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  1. Thanks everyone for all the interest and comments! If this will make it any clearer. I was traveling south, and the aircraft was departing to the west from a northern runway and it "felt" like a gust hit the left side of the truck (the gust traveling in the same direction as the departing aircraft), so I do not think it would have been jet blast, as I would have felt that hit the right side of the truck. In relation to the aircraft I was behind and below by about 3/4 mile to a mile when the gust hit. I do not live in the Phoenix area but have visited a few times so many of you posters may be more familiar with the local meteorological conditions/phenomenon, however it was a clear day with temps in the 103-108 range.Steve
  2. Hi All, I searched the forum and no one has asked this (that I could find), but has there been documented incidents involving the wake turbulence of an aircraft taking off and it's effect on automobile traffic on roads/highways near the end of the runway. Case in point, I was recently traveling down I-10 in Phoenix on my way to Sky Harbor when a US Airways 757 passed over the highway just after takeoff (at a right angle), ahead of me about 1/4 to 1/3 of mile (estimate), when I reached the point in the highway the aircraft had crossed over, it felt like I was hit by a very strong gust of wind in the same direction as the departing aircraft. I was traveling south, aircraft west. At the moment of the gust the aircraft was maybe 3/4 of mile (estimate) west of me. Could it have been wake turbulence, or was it just a gust of wind? If it was wake turbulence has an automobile accident ever been attributed to it? It was a strong sideways push and if caused by the aircraft I was glad it wasn't a 747. Just curiousThanksSteve
  3. Wilbert, There is another way without using online or Radar Contact. Not that these methods aren't great, I've just not used them yet. The method I use is to create a flight plan in FS9, then convert it to an .rte file using pln2rte.exe (availble at AVSIM and on the web). With the FS9 flight plan loaded, load the converted flight plan (.rte) into the FMC. The routes will be the same, that is until FS9 vectors you off route near your destination. Using this method, it is almost certain your will not follow your FMC approach. You can of course use the ATC 'trick' of not contacting the center on a handoff, then you can probably follow the FMC approach all the way. I plan on trying online flying, since I've heard so much good about it, but until then I use this method. Steve
  4. Hi Peter, I've seen the exact same thing flying the PMDG 747 from SFO to EWR. In my case I would do a direct route from SFO to EWR in the fs9 planner and program the same into the FMC. As you said, the flight tracks between the two were about 20nm off, and ATC would complain. I found two ways around this. Use the exact same plan for both (export, convert and upload the plan from fs9 planner to the PMDG - I use Pln2rte.exe), or just do the 'tune, but don't contact' the next center once you've reached your cruise altitude - fly the ATC route until you reach your cruise altitude and on the next hand off, tune the frequency, but don't contact center, you will not be dropped, then hit LNAV. Just contact the given center about 200 miles out from your destination and resume ATC. They may make you do a few silly turns when you re-contact them, I respond slowly and ignore the course changes, but they will then tell you to resume navigation. I also use the 'tune, but don't contact' method when flying the PMDG 747 loaded full with fuel. I like to follow the FMC altitude optimizations, but if I request altitude changes from fs ATC then I have to be in contact with them the whole route (and there are leaves to rake in the back yard), so using the method above I can avoid ATC, step climb as per the FMC and just make sure I get back to the filed cruise altitude prior to contacting ATC near the end of the trip.Pln2rte can be found in Avsim or many other places on the web.Steve
  5. Hi all, I've looked around for a Continental livery (current colors, not the red meatball) for the PMDG 747. I know Continental no longer uses the 747, which I'm sure explains my failure to find one. I have my PMDG 737's in CO livery and also the Level-D 767 and would love to add a CO 747 to my hanger. Does anyone have plans for such a re-paint, or would someone be interested in creating one? I would be happy to discuss the creation of one if none are planned. Thanks!RegardsSteve
  6. Thanks BobLee, I knew about the voice recorders looping, and I guess I should have thought about the unions, I can see where they would do that.
  7. Hi All, I was wondering if the data contained in the Flight Data Recorder on airliners is accessible (without removing it). And if so does the Airline/FAA even download this data and check it for pilot performance reasons? Just a thought...ThanksSteve
  8. Mike, I ran into this also. You have fill out page 2 of the RTE, then it should let you activate. I'm not in front of the my fs9 machine so I can't give precise instuctions, but the key is filling out the second page of RTE.SteveDell P4 2.51 GB RAMNvidia 6800Win XPPMDG AllLevel-D 767CS 707Ultimate Traffic
  9. Thanks for info! I'm very pleased LVLD will be doing the 757. I did go to their website and ran through the forums and found reference to the project (shoulda checked first). It will be interesting to see what PSS comes up with. I had their 747 for fs2002 (fs2000?) and at the time it was great, but I heard it did not migrate well to newer versions of FS. I have not purchased anything from them since. I do have to thank PSS for introducing me to the FMC - it was my first and that led to a much better learning experience with PMDG and Level-D.Thanks again!Steve
  10. Hi All, With all the great 3rd party aircraft that have come out for fs9 (and the anticipated ones), does anyone know / have heard of a B757 in the works - a la PMDG or LEVELD? I have found some real good freeware models and combined them with Lonny Payne's panels and that's great, but I was wondering if a payware model was in the works anywhere. I find the 757 a gorgeous craft (long legs and all) and even if I think it's one of the more uncomfortable aircraft (coach) I have flown on, as long as I'm in the front office I'd be real happy. She fits perfectly in the range between the PMDG 737's and the LevelD 767 and would work out perfectly from my little home field (EWR) on my cross Atlantic and Caribbean trips. I'd hate to see her go out of production without a fitting tribute via fs9.Thanks for any rumors...SteveP4 2.5nvidia 26001 GB RAMUltimate TrafficPMDG - AllLevelD 767
  11. Thanks Johan! Your explaination is very informative and just what I was looking for. I appreciate your time in explaining it.Steve
  12. Hi All, Sorry if this has been discussed, if so maybe you can link me to the topic. In the PMDG 737 products and Level-D 767, on the MCP is a button for FL CHG. What and how is this used? I have used the ALT dial for changing altitude before in conjunction with the VNAV button or used V/S to control altitude and rate, so I am curious when the FL CHG button should be used. I also noticed on some MCP's a CWS button, when is this typically used? I have been successfully flying the PMDG for awhile without using these buttons, hence my curiosity...Thanks for any guidance!SteveDell P4 2.51 Gig RAMnvidia 2600PMDG 737'sPMDG Beech 1900Level-D 767Ultimate Traffic
  13. Hi All, I see the dual core pentiums are starting ship. Do you think FS9 would run any better on them as opposed to a single core chip at the same speed (core and FSB)? I've seen in other posts that the HT technology does not seem to have much affect on FS9, should I expect the same from dual core?ThanksSteve
  14. Hi All, Been out test driving the 767 (it's great), but have noticed something I have not seen before in other 3rd party craft. When I have VNAV and either LNAV or HDG SEL engaged, and the heading changes a lot (more then 20 degrees or so), the craft pitches up substantially, climbing several hundred to 1000 feet, then a nose down, some nagging from ATC, etc. In fact when using APP mode last night, the ship pitched up, then down lost the localizer, and sort of spazzed out on me(turned beyond the localized, and began circling around again). I have not seen this behavior before, but wonder if that is what the bank limiter is for (never used it). Is this realistic? Should I use the bank limiter? Still learning...ThanksSteveDell 8250P4 2.531 GB RAMNVidia 2600PMDG 737's & Beech 1900DCS 707DF 727Ultimate Traffic
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