Slick9

thanks a lot for your answers - that makes sense. I gather from the responses here that had this been a real world situation where I overran the space within the markings, I would have argued that the runway length was stated as 10,000 feet, which was misleading. I would then have been nailed for not being familiar with the Jeppeson (sp) diagram where the landing distance available is spelled out. Richard Bansa

Afternoon ladies and gents, I flew into KPSP this weekend w/ the 737NGX, the runway 31L-13R is listed @ 10,000 feet long. As I approach the runway I notice it has a displaced threshhold (a very long one on 13R). I adjusted my touchdown point so as to touch down on the runway markings on 13R, I was barely able to stop the aircraft before the markings on the other end of the runway, with full reverse thrust and autobrakes 3. So looking at the shorter parallel runway 13L-31R, I estimate the length between the markings on 31L-13R is about 5100 feet. My question is this, is it legal for me to touch down on the displaced threshhold? Or do I have to land within the markings? Thnx in advance!! Richard Bansa

looking at Frank's numbers as well as other figures, I guess I've been under utilizing the power of the turbine engines by running them at only 650 lbs of torque and 85-89% of NG, however the good things with that is with good tail wind you can stretch the range by a few hundred miles. Regarding cruise altitude and supplemental oxygen - on one forum that I was reading one of the Tduke owners who regularly cruises around FL300 said he believed the FAA certification of the duke to only FL250 had to do with attempting to boost survivability of an explosive decompression. He said he knew his Duke could safely handle pressurization up to FL350 and as far as he was concerned in an aircraft the size of the Duke, an explosive decompression at FL250 would be just as fatal as one at FL350. Another Tduke owner had replaced the original pressurization system in his aircraft with a Beech Queen Air pressurization system. All very interesting. Richard

The OAT for the whole trip hovered around -40F. I read this excerpt on another forum, and those figures were part of what made me start wondering about the numbers I was seeing. My torque was around 650 lbs per engine w/ about 2080 prop RPM, now granted I did have tail winds of around 25kts so that helped with the speed, but my fuel flow seems off. Richard

I'm getting 25 to 26 gph per engine for a total burn of around 50 gph...

Thanks for the replies guys!!! Ryan I was reading a post by a real tduke driver. He said that even though his tduke is only certified to FL250 he routinely goes to FL300. He does carry a bottle of supplemental oxygen, but he noted that even at FL300 the pressurization diff tops out at the 4.7 max, that was the same result I got in the sim, even at FL 290 the diff was 4.7 and the cabin altitude stopped at 10,500. But we'll pretend I have a bottle of supplemental O2. I think Allen was right about my speed dropping too low for single engine ops. My fuel tanks were balanced to within a few pounds so that shouldn't have been an option - I was riding the rudder pretty hard but the plane was just hard to control, but now that I think of it, I was using dual engine ops speed on my approach. Richard

I just started flying this plane and I love it. There is a little bit of a lack of information out there, so I have a few questions in the hopes that there are some experienced DuKe Turbine drivers out there. enroute from KMIC to KCMI this weekend, I suffered a right engine failure. I didn't have the oil doors open because I was in cruise @ FL290, and I wasn't paying attention to the oil temps (thought they only had to be watched on climb out at slow speeds). Anyway, the initial diversion was fine from altitude. As i got down to around 3,000 feet i started experiencing extreme yawing motion. In order to turn into the good engine I almost had to be in a 90 degree bank (just trying to line up with the runway). I had the prop on the bad engine feathered and was only on approach flaps. Is this normal behavior with this aircraft or am i doing something wrong? Also wanted to check and see if it's normal to pull the Prop RPM lever back during cruise to reduce the rpms to about 2000? FInally, I've seen people say they're getting about 60 to 66 gph with this bird, my typical cruise set up is about 88-90% of NG, RPMs pulled back to 2000, fuel flow of about 25 to 26 gph, this gives me ground speed of 275 to 300 knots, wind dependent. Does this sound normal? And finally I've been looking for a larger selection of repaints for the aircraft but have only found very few. I've checked the library here and at flightsim, any other ideas on where i might find more repaints? Thnx for your time!!! Richard Bansa

Yeah I have to agree this shows up in all weather conditions - I can't see it in the day or even at night with regular cockpit lighting, the only way I see it is at night with cockpit lighting turned on. But it is apperantly just part of the texture. Had me exited for a second there though. Richard Bansa

be gentle her folks - this is my first screenshot in about 10 years i don't even know if it'll show up. I tried following the "how to post a screenshot" steps in the screenshot forum. for some reason the picture is coming out like an old negative film. THis is actually good because I did not take any screenshots while the storm lighting was on so on the regular screeshot you can't see the "ice" - on this negative looking shot though if you look at the left vertical side of the left windshield you can see the icing effect I am talking about. 2016-1-10_0-8-6-169 by richard bansa, on Flickr <a data-flickr-embed="true" href="https://www.flickr.com/photos/137701215@N06/23999034889/in/dateposted-public/" title="2016-1-10_0-8-6-169"><img src="https://farm2.staticflickr.com/1500/23999034889_21d6b400bc_b.jpg" width="800" height="500" alt="2016-1-10_0-8-6-169"></a><script async src="//embedr.flickr.com/assets/client-code.js" charset="utf-8"></script> Richard Bansa

Peter, I did actually take screen shots, I'll post them tomorrow night (1-13) when I get home. It's been a long while since I posted a screenshot so I'll have to figure out how to do it, but it shouldn't be too hard. Richard Bansa

Capt R, TABS, Kyle, what say ye gentlemen? Richard Bansa

I was under the impression that the 777 did not have a feature where visible ice build up on the windshield showed up. However the other night I was in transit from YMML (Melbourne) to KSAN (San Diego) and a few hundred miles southwest of Hawaii i ran into some ferocious thunderstorms. I was too heavy to climb any higher than 35,000 feet and the storms were really widespread making it difficult to go around so like the bad capt that I am I plowed through. The lightening was really intense so I ended up turning on the Storm lighting in the cockpit. That's when I noticed what looked like ice building up along the edges of both front windshields. This could have just been an illusion caused by using the storm lighting, maybe that's the way the glass looks at night and I never noticed it before, since I've never had to use the storm lights. But then I wondered if PMDG had slipped that in this last upgrade? Richard Bansa

Thanks Luke!! Appreciate the info. Regarding the hard drive, right now i only one non-SSD drive in the system, a 1TB SAMSUNG HD103SJ, would it be possible to copy my FSX file from this drive to an SSD drive so i don't have to reinstall FSX from scratch? Richard

good afternoon all, it's that time in the life cycle, fsx is running well, but i am having some straining issues (loss of fluidity) in some of the more populated parts of fsx, ORBX NorCal, Chicago, New York, etc. Rather than buy a complete new system I want to upgrade my motherboard and the chip, as well as my video card, and as the title says I have permission from the finance minister (wife) to go to $1000. Here are my current specs, any suggestions as to what I can upgrade my CPU and video card to would be much appreciated. Windows 7 Ultimate 64-bit Intel® Core i7 CPU 930 @ 2.80GHz (4 CPUs), ~2.8GHz 12288MB RAM NVIDIA GeForce GTX 460 thnx!!! Richard Bansa

Hi Dan - thnx for the tip, was running out to catch a train yesterday so I missed it, but will keep it in mind for the future. I was inspired to take the T7 into KSAN after seeing a British Airways 747-400 go in there back in 1998. I was in San Diego honeymooning w/ my wife and while driving by the airport I watched a Speedbird flight drop in - it was pretty cool. All the times I've flown there in the 737 I've used the RNAV into Rnwy 9 with a step down approach, this time with the T7 I flew the localizer approach - the parking garage is always scary though!! Richard Bansa

I am enjoying the hell out of this bird, I just came off a two week vacation, since there was a lot of work that needed to be done at home we didn't go anywhere. my plan was to fly all these legs over the break and I sure did. These are just great circle distances and time estimates, but i logged some serious time on the T7. All my landings were manully flown from around 10K on down, except KSAN and KBFI. In KSAN there was a solid overcast once i crossed the mountains so I let the auto pilot take me down till I broke through at 3k feet. At KBFI, I was anticipating a south landing based on the prevailing winds, but when I got close enough to pick up ATIS, i found out KBFI and KSEA were both landing north, and I was too high, so i had to go into an aggressive descent profile, once I got down to the point where I intercepted the GS, i took over and manually drove her in. I was really proud to the get 'stable approach" call at 1000 feet on this landing. Love the T7, thnx PMDG!!! Richard Bansa From To Distance Time KORD (41°58'46"N 87°54'27"W) DGAA (5°36'19"N 0°10'00"W) 87.2° (E) 90.8° (E) 5848 mi 10:22 DGAA (5°36'19"N 0°10'00"W ) KORD (41°58'46"N 87°54'27"W ) 311.7° (NW) 315.3° (NW) 5848 mi 10:22 KORD (41°58'46"N 87°54'27"W) SBGL (22°48'32"S 43°14'37"W) 138.1° (SE) 141.7° (SE) 5293 mi 9:23 SBGL (22°48'32"S 43°14'37"W) KLAS (36°04'48"N 115°09'08"W) 309.6° (NW) 332.2° (NW) 6199 mi 11:00 KLAS (36°04'48"N 115°09'08"W) LFPG (49°00'35"N 2°32'52"E) 36.3° (NE) 24.5° (NE) 5442 mi 9:39 LFPG (49°00'35"N 2°32'52"E) TNCM (18°02'27"N 63°06'32"W) 264.0° (W) 263.7° (W) 4191 mi 7:26 TNCM (18°02'27"N 63°06'32"W) KSAN (32°44'01"N 117°11'23"W) 297.9° (NW) 312.1° (NW) 3491 mi 6:11 KSAN (32°44'01"N 117°11'23"W) KDAL (32°50'50"N 96°51'06"W) 84.1° (E) 72.3° (E) 1182 mi 2:06 KDAL (32°50'50"N 96°51'06"W) JRO (3°25'46"S 37°04'28"E) 65.4° (NE) 61.8° (NE) 8843 mi 15:41 JRO (3°25'46"S 37°04'28"E) KHOU (29°38'44"N 95°16'44"W) 305.6° (NW) 305.8° (NW) 8843 mi 15:41 KHOU (29°38'44"N 95°16'44"W) KSEA (47°27'00"N 122°18'42"W) 318.0° (NW) 315.2° (NW) 1894 mi 3:21 Total: 57074 mi 101:13:00 sorry I just can't get the formatting right.

Glynn, thank you so much this info is exactly what I am looking for, much appreciated!!! Richard

good afternoon, does anyone know if/and where I could get a list of all the dialog choices that are on screen? Basically, I would like to use game commander (voice control) to communicate with RCV4. And I don't feel like going through a whole flight just to write down all the voice comm choices. I got this idea, because I see some people are using a program called MES or MCE (can't remember for sure) to control RCV4 by voice. I don't think that would work for me as my co-pilot functionality is provided by FS2Crew. But I can run game commander and FS2Crew at the same time. But for this to work, I need to know the different menu choices so I can assign keystrokes to the correct voice phrases. Thanks in advance if anyone has any ideas. Richard Bansa

My flying time is really tight like most people due to real world time constraints. I rarely ever turn the sim on during the week and only get air time on weekends. This weekend my son had a basketball tournament which was going to keep us away from home all Sat. afternoon and most of the day on Sun. So at 8:30am I preflighted and by 9:30am I departed CYYZ (Toronto) enroute for VNTK (Kathmandu) with Air Canada 911 a 777-300ER. After getting home from the tournament around 9pm, I checked the flight and all was well. Around midnight it was time to head to the flight deck to prepare for the TOD. In the briefing the final approach and landing I decided some changes were needed from my normal protocol. I usually take over from the autopilot at 9,000ft and manually fly the approach and landing. But after reviewing the VNTK RNAV 02 approach (from Navigraph it snakes between the mountains while descending towards the runway setting you up for a turn to final about 5 miles from the threshold) I decided in my fatigued state, this was too complex to try on this my first flight. So we briefed an VNAV/LNAV approach and set the DA to 4650 feet. I also briefed using autobrakes level 3 just in case the landing was long. After briefing we ran through the descent checklist and then shortly thereafter we were cleared to begin descending. After flying the downwind leg we turned base and here I was a little bit worried because the lateral flight path on the ND looked skewed. Instead of a smooth line from my base turn to the first waypoint on final approach, the line looked like a 3, I was worried the autopilot was going to try to follow the line and get confused while weaving back and forth. However, the auto pilot left the final base waypoint and smoothly transitioned to the first waypoint on final, ignoring the crooked lines on the ND. As we began descending between through the mountain passage we were flaps 5, 180kts, according to the RNAV approach at the waypoint KT530 you begin a 4 degree continuous descent to the runway, so at KT530 we went gear down, flaps 20, speed 165 with VNAV commanding and 850ft per minute descent. At this point there were clouds up ahead and we flew into them. The pucker factor was very high as we descended in a winding descent with mountains on both sides and zero visibility because we were in the clouds. I had my hands on the yoke and throttle ready to hit TOGA twice to climb and get the hell out of dodge at the first sign of trouble. It was a true joy to watch the autopilot weave its way through the mountains while descending, and the view out the windows was all white. Finally, at about 8 miles out we were coming to the bottom of the clouds and I could see the VASI lights on the runway, so I went to flaps 30 and VREF. (I forgot to mention there was a 4kt tailwind, from what I can see, jets can only land on runway 02 because of terrain so we were going 02 regardless of wind). By the time we completed the landing checklist we were approaching 1000ft, at 1000ft the FO called “1,000 feet, approach stable”. A few seconds later the autopilot gently rolled us on the final heading and I was able to see the runway. I disconnected the autopilot and began driving down to the runway. The FO called 100feet just before the runway, and 50 feet as we crossed the threshold, I raised the nose about 2 degrees and let her gently settle on to the runway, then I engaged the reversers and by the time we were halfway down the runway we were down to 60kts and manual braking. Welcome to Kathmandu!! I love the T7 by PMDG, can’t get enough of the immersion. Richard Bansa

I like the concept of prioritization. What is important at one point can pale in significance in another situation. About 25 years ago I found myself as a civilian in a combat situation somewhere in world. I was asleep in the dead of the night and dreaming about what I thought was thunder. At some point my finer instincts kicked in and I woke up to realize that what I thought was thunder was actually rockets landing and exploding in our neighborhood. I remember thinking in terror about the consequences if the house was hit and turned into a pile of rubble with me at the bottom. Since all I had on while sleeping was my underwear, I grabbed some shorts as I shot out the door faster than a T7 at full takeoff thrust. I made it into the front yard where many of my neighbors were already taking cover. Attempting to put on my shorts to reduce the chuckles that I knew would be forthcoming if we survived this barrage, I discovered that I had grabbed another pair of underwear and not shorts. My options at this point were to run back inside to get some shorts on and risk getting crushed, or prioritize my safety over my embarrassment and ride the barrage out. I went with option two and was the butt of many jokes, but hey, I lived to tell. Richard Bansa

I'll wait and see what Kyle has to say on this, definitely not a big issue at all. It's just one of those "would be nice to have if it's not a PIA" things. Thnx for helping to clarify this Rob. -- at least i know my thoughts on what info i would want if i had to divert are parallel to the Boeing programmers' logic. ie. i'd want to see the METAR for the ALTNs i was considering, the weather aloft that the CDU needs for calculations don't need to be seen. Richard Bansa

Crystal clear now Capt Rob. There may be some confusion then with the programming of the PMDG CDU or more likely with ASN's data feed to the ALTN Weather LSK, not sure which program dictates what is displayed when a particular LSK is pressed (as far as weather is concerned). I asked at the HiFi ASN forum about why the ALTN Metars were not being shown. My question and the answer I received from Kostas is below (my question is in red, and Kostas' answer is in blue). Good morning, I had a short discussion [on the AVSIM PMDG forum] regarding the weather forecast for the alternate airports in the PMDG 777 and while they are looking at the issue [Kyle mentioned he would possibly discuss it w/ the team] it was suggested that I also ask the question here. I'm not 100% sure that what I'm seeing is a problem and not simply the way Boeing programmed the CDU in the 777, so that's what I'm trying to resolve. I finally got the correct setup to be able to pull in the weather forecasts for the 4 alternate airports in the CDU on the ALTN page. I always thought the forecast for each of the four alternate airports would show the forecast for the weather on the ground at the alternates, but I THINK, what i'm seeing instead for the alternates, is the weather forecast for the altitude I'm currently flying at above the alternate airport that I'm looking at. For eg. I was on my way from KABQ to WSSS and flying at FL350, i hit the ALTN key on the CDU and then hit the "weather request" key on the R6 LSK, once the weather populates, I select one of the four alternates airports and at the L4 and L5 LSK I am seeing temperature and winds for FL350 overhead whichever alternate I am looking at. As I said this may be the way the CDU is supposed to behave, I really don't know. The gents at PMDG are looking into it, so just wondering if you weather gurus could shed any light. Thanks all. Hi Richard, this is by design. ASN generates a file (at <FSX>\PMDG\WX folder) named DEPICAODESTICAO.wx (e.g. KLAXKBOS.wx). This only contains aloft data from 6000 feet and above to be used by the T7 FMC for fuel calculations. Please read the PMDG-777-Introduction.pdf and look at the specifications required by PMDG as defined in the file PMDG-WIND-DATA-REQUEST-readme.txt (in <FSX>\PMDG\Wx folder) Richard Bansa

Yes Major Downs, you do have to include alternates in your flight plan for the ALTN WX field to populate. It took me a while to figure that out. One of the things I love about the PMDG777 is as much as I fly it, i'm still finding and learning new things about it. Richard Bansa

Thnx for chipping in Rob. I talked to Kostas, the guru of ASN and he told me the same thing you are saying Rob, namely the wind/temp data on each ALTN is the enroute wind/temp designed to help the CDU calculate fuel and time predictions. I'm a little confused because above you seem to say that the LSK will pull in METARs for the alternate airports and then in the quote below you say the Weather Request LSK should not populate wind/temp data for the alternates. Thnx for your patience. Richard Bansa

The "simultaneous" departure and arrival on rwy 26 sounds like something only FSX ATC controllers would do.