BrianW

The optimum altitude is partially derived from the cost index, so it may sometimes favor time over fuel depending on the cost index you use.

Fiji Airways also has routes from PHNL to NSFA in case you have the ORBX Pago Pago scenery. http://flightaware.com/live/flight/FJI852. They also use 737s from Nadi to Auckland, Wellington, and Christchurch, so lots of further Pacific exploring opportunities for you.

How low are you letting the fuel level get? From the FCOM: Minimum fuel for ground operation of electric motor-drivenpumps is 760 kgs/1675 lbs in the related main tank.

It’s not uncommon for liveries to sometimes be seen at airports the airline doesn’t service, due to a charter, delivery, or lease. Doesn’t Thompson do private charters, maybe just do a flight simulating that? If it were me I’d use a livery that I use regularly just to get the hours on the maintenance timers. Otherwise maybe check out the file library here for a BBJ livery. As for a route why not replicate real world 737 flights? It’s actually possible to fly around the world on nothing but real 737 flights, it might take a little research but it could be a fun challenge. I’ll even give you a couple of hints. Westjet flies across the Atlantic, and you can look at Fiji Airways to get from PHNL to YSSY via NFFN.

From the info you’ve posted it looks like you’re already 8000 Kg short and the prediction is pretty accurate for the remaining fuel you have onboard. Over GALTO the flightplan says you should have 27.3 Kg yet the FMC is predicting 19.3 Kg. Something else that’s odd to me is that you’re going direct to GALTO but you should be on UN869 which should have you passing BLN, MGA, and PIMOS from your PPOS. This makes me wonder if your flight plan was correctly imported or entered. Were you keeping track of fuel burn and flight time up to this point? It’s always a good to occasionally compare your flights elapsed time and fuel usage to what the flight plan printout says, that way you can spot discrepancies as they happen. Other good preflight habit is to check the DTG on the progress page against the flight plan distance to make sure they both agree.

Which failure did you try? Just the ADIRU inop, or both ADIRU and SAARU inop? The SAARU is what uses the heading info you enter, so if it’s also failed there’s no use for that heading. I’m not sure what’s going on with your elevator issue. You’ll lose the flight envelope protections without air data but the controls should continue to function.

In version 3.2 ORBX KSQL had this issue. Doing a quick test it seems KSQL is ok, but now the issue that was there is now present at every other addon airport I’ve tried including other ORBX airports. Here’s the post showing the problem at KSQL: http://www.orbxsystems.com/forum/topic/112552-trouble-in-san-carlos Here’s an example from ORBX KSTS rwy 14 in 3.3. The problem is not present when I revert to 3.2.

That’s a pretty nice setup you have, I wish I had the space to do something like that! Glad to hear you’re enjoying PIlotEdge, it should really help being comfortable with the radios during your real lessons. One small tip on your video, when exiting the runway you should taxi past the hold short lines before contacting ground. Hold short lines are like the middle yellow line on a road. You can cross the dashed yellow side without permission, but you need permission to cross from the solid line side.

I use the ASN Flight Watch feature too. If you load a flightplan into ASN you can also get the forecast weather info for the destination at any time during the flight based on TAFs (Terminal Area Forecasts) . TAFs are important because they will tell you what the winds are forecast to be at the time of your arrival unlike METARs which are only a current snapshot. In some cases (like a frontal passage) the wind can vary up to 180 degrees between METARs so knowing the forecast can also help your runway planning.

I don’t just make this stuff up trust me B) Prior to 2007 that was indeed the case. In the FAA world ETOPS has since been changed to the new acronym and restrictions for aircraft with more than two engines added. ICAO calls it EDTO, and EASA uses LROPS, but most authorities are still using the term ETOPS for both. In reality the 180 minute rule is suitable for almost all routes other than those in the southern hemisphere so most operators wouldn’t notice a change.

It’s still ETOPS (ExTended OPerationS). Rules still apply to tri and quad passenger aircraft. One difference however is that it only applies past 180 minutes from an adequate airport. The 747 sees a little benefit here since the one engine inoperative cruise speed is better than that of a twin. It’s also important to point out that ETOPS is about more than just engines, in fact diversions for non-technical reasons are far more frequent than an engine shutdown.

One thing that can cause a squawk code change is a late departure. If your flight plan expires between the time you picked up your clearance and your takeoff ATC usually needs to scramble to get your plan back in the system. This can cause a code change, but you will usually get the new code either right before departure or shortly after.

Winds aloft different from forecast?

I don’t have a definitive answer other than there’s nothing system wise that would cause them to droop on one shutdown and not on the next. It most likely comes down to environmental conditions vs.mechanical resistance.

The main reason for PilotEdge is practice and training so they expect people to make mistakes sometimes. As long as you’re trying and learning from the mistakes it’s fine. It even happens to people with lots of real experience that aren’t used to such busy airspace. One of the most common real pilot mistake is transponder use at KSNA, not a lot of GA pilots are used to ADSE-X if you’ve never flown from an airport that uses it.

Unlike the other flight controls the only modes the flaperon PCUs have are normal, and bypass. When there’s no hydraulic pressure the PCUs are in bypass mode which allows the flaperon to move freely. They will slowly droop under their own weight when parked. If the PCUs go into bypass mode in flight aerodynamic loads will pull them up. A good example of this is the flaperon during takeoff which is in bypass mode until 100 knots. The other flight controls have also have a blocking/damped mode which behave differently depending on the control surface. The elevator drooping at shutdown it depends on its position when hydraulic pressure is removed. In the case of a failure of both PCUs on an elevator, the PCUs will go to bypass mode until airloads move the elevator within two degrees of being flush. At that point the PCUs will go into blocking mode which hydraulically locks the elevator in place. When you see elevators drooped it’s because the the elevator was more than two degrees trailing edge down when hydraulic pressure was removed. If you remove hydraulic pressure with the elevator up it should not go past the neutral position.

For those that spend time flying aircraft that simulate random or service based failures how many of you have had them and what were they? I’m asking because I’ve been pretty lucky until last night when I had an engine fire in the Majestic Q400. I’ve had my share of smaller issues, fire loops, SOVs, APU bleed, etc., but before this the biggest failure was a generator disconnect in the NGX.

To add to what I said in your other thread. Yes PilotEdge could be very valuable with you getting comfortable with using the radios. The big difference for me with PilotEdge vs. ATC programs is that you have to actually think about what to say. Who you are, where you are, and what you want to do. This includes for example knowing where you are when you call the tower instead of just pressing a button that says it for you. Even in a VFR situation you’ll get things that you don’t get with ATC programs for example 45 degree pattern entry, reporting X mile final, and being cleared for the option.

I use the save/load config feature built into P3D. It makes it as simple as selecting the config from a dropdown box when you create a flight. I have separate configs based on the type of aircraft I intend to use. I have one for Airliners, GA, GA-IMC, Q400 and PilotEdge. I mostly change the amount and ratios of GA vs. Airliner traffic as well as autogen levels.

There are two MORA grids close to PHNL you need to be aware of in case you need to descend due to a decompression. One over the island of Hawaii at 16,100', and one over Maui at 12,400'. The warning is just pointing out that you may be below some terrain in this area. To see MORA grids click the far right button in the PFPX map.

The warnings are fine. I'm assuming you have a Hawaiian airport for an alternate? You're getting the warnings because there are MSA's above 10000' around those airports.

I'd just leave it full rich like you planned, it still should see the fuel valves as off so no worries about fuel being introduced prior to moving the switches. Depending on how sensitive your mixture control is to spiking leaving it in cutoff could cause both engines to shutdown. I'd also make sure to have the mixture set to full rich before loading the NGX to minimize the chance of things being out of sync.

I just gave it a try out of curiosity and it seems to work. The mixture will fail the engines when moved to or from cutoff, but as long as you don’t touch it you should be ok. I did have a couple “are you sure” responses from the FO for the start lever position, but only as a result of moving the mixture to test it out and having things get out of sync. Moving the start levers to idle and back to cutoff syncs things up again. I was able to do the complete flows several times from preflight to shutdown without issues if I didn’t touch the mixture axis.

I haven’t heard of this but I would imagine a mixture axis would pose a problem only if you tried to use it. I have all my controls set through FSUIPC profiles so there’s no mixture configured until an aircraft that needs it is loaded. You may want to look at doing that too if having a mixture assigned really is an issue.

Thanks, CG does make more sense. That also explains why it always bothered me the most at Singapore too.