BrianW

Flaps 30 is the most commonly used setting, but there’s a number of factors that influence landing flap selection including but not limited to runway length, braking action, and missed approach climb gradient requirements. Without seeing what you’re doing it’s hard to guess at why you’re having challenges with flap 30 landings. I recommend taking a look at the included docs, there’s a bunch of info in the landing section of the FCTM that should help.

The letter R denotes route tuning and will display when a navaid is either the next waypoint or previous waypoint in an active route.

This 10 year old ER would actually make it the youngest ER in the Delta fleet. Besides it isn’t really the age that counts as much as the number of cycles. Long haul aircraft have an advantage here since they tend to accrue at a much lower rate. I’m wondering if it’s one of the four Kenya Airways 200ERs that are for sale. They have two that were delivered in 2005 that have been stored. If that’s the case it may not be complete if they’ve been stripping it for parts when the other two were still flying.

It doesn’t mean it’s currently in exceedance, it just means at some point it was. You can hit the cancel/recall button to remove red around the boxes. Also the 777 depends heavily on the information you provide to the FMCS, so make sure you’re entering as much as you can for the flight. At minimum you want the departure and arrival airports as well as the weights and CG.

Both are must haves for anyone interested in airliners. But if you’re starting with little knowledge of either, the Q400 is going to have speeds closer to what you’re probably used to. Also the FMC isn’t as much of a requirement in the Q400 you just need to be aware of your AC weight for V speeds. As others have pointed out the Q400 has no autothrottle, so there’s a little more work there, but in most cases you’ll leave the power in the takeoff detent until TOD. Another thing to keep in mind is that if you ever plan to move to P3D you would need to purchase a new license to use the PMDG 737, but the Majestic Q400 license is good for both.

Unless you’re using some sort of ATC, you can do whatever you want to get to the next waypoint. Direct-to is one method, another would be to just fly over the next waypoint and once it sequences to the next waypoint return to LNAV. Most vectors however are right before the IAF so at that point you may as well just commence your approach.

If you’re looking for something unique how about a Lockheed JetStar? http://flightclub.jalopnik.com/own-the-cadillac-of-vintage-business-jets-for-under-1m-1709612891

Funny you should mention this in the same post with Taxi2Gate because they’re actually working on LFPG. EDDM is next from them and LFPG after that. They’ve been quiet for several months now but work pretty quickly so I’d think we should see some previews soon.

I think I’ve done more instrument approaches into Paine field in both the sim and real life than any other airport. I don’t always use ATC (because it sucks), but I’ve never had any issues that you describe. Are you sure you didn’t accidently select the VFR option when making the flight plan. I’ve done this before and it essentially puts you into flight following. BTW, I saw on another forum I frequent that you’re going to be flying up here in April. Looks like a fun trip, have you had a chance to try it in the sim yet?

Looks like you may have set standby power to battery. Cycle your standby power to off and then back to auto.

I wouldn’t over think it. The simple answer is that weight is weight so as long as the ZFW is the same value you planned with and the %MAC is in limits you should be fine. Most airlines haul cargo along with passenger luggage, so this value could be anything. Checked baggage is usually weighed, so actual values are used instead of an average. If you do still want to get more granular then you should also be modifying the DOW based on the type of flight and number of crew. Brian

You should set the arrival transition altitude on the descent forecast page.

I don’t think Vmca is the issue in this specific case, but the Vref for the 77L and F are indeed floored as a buffer to minimum control airspeed. This is to provide an additional safety margin for a single engine go around. If you look at the Vref charts that’s why there’s a decrease in Vref at higher pressure altitudes for weights lower than 200t. Michael, you may want to double check that you entered a valid ZFW value, and you’re not doing anything silly like using lbs. on an airframe configured in Kg.

It sounds like maybe you’re over rotating causing the tail strike protection to kick in. Make sure you’re not rotating too much or too fast. Don’t try to go straight to 15 degrees. Aim for 2-2.5 degrees a second, and plan to be airborne at about 8.5 degrees (about 4 seconds after reaching VR). A tail strike in the 200LR will occur at 12.1 degrees and 10 in the 300ER if the SLG is working, so tail strike protection will kick in before then. Also don’t try to follow the FD, or re-trim during rotation.

“With flair!” Seriously though your question doesn’t make sense because you’ve listed a series of approach types. As far as the approach type it depends on the weather and facilities available. I think you’ll find if the conditions exist a visual is the preferred method. If there’s an ILS available it’s usually tuned as a way to validate the correct runway and glide path. Brian

Nice find! The reason it’s louder on the outside it because it’s the ground crew call horn in the wheel well. Neat to see that the sound is simulated like that!

It’s something that you’ll most likely remember the rest of your life. My solo was almost 20 years ago and I still remember it like it was yesterday. First off don’t get frustrated if you don’t solo exactly when you think you will, lots of things can interfere like winds, or even the amount of other traffic in the pattern. What you’ll notice is that the plane performs much better, so you’ll get to pattern altitude quicker than what you’re used to. The visibility to the right is also much improved, since no one is in the way :smile:. The biggest thing you’ll probably notice though is that you’re now the sole decision maker. There will be no feedback on how things are going. You’re going to be the one to critique your flying, and you’ll need to decide if your approach looks good, or if you need to go around. This however is also a very liberating feeling of responsibility and freedom that can only be understood once you’ve experienced it. Plus once the solo is out of the way you can look forward to the solo cross country flights which amps up everything even more.

These are great Mark, thanks for uploading them! Perfect for those of us that swap Aircraft and SOP's a lot.

Small correction, the 744 (and 748) system 1 controls nose and body gear, while number 4 system supports the wing gear. On the 777 the gear uses the center system.

Looks like it's the 787 that belongs to the Mexican Air Force (XC-MEX). Brian

Good guess, that's exactly what's used.

This guy gives a pretty good description of how things work: http://okigihan.blogspot.com/p/filter-units-filter-modules-are.html He also makes mention of the 0.00 standpipe relationship when discussing the CHIS.

This is correct behavior. All the hydraulic reservoirs have standpipes that serve as the main feed for each system. For those who aren’t sure what a standpipe is think of the water reservoir in a toilet. The drain that prevents an overflow if the float doesn’t shutoff the water is a standpipe. In your case the left engine driven pump is supplied from this standpipe. The left demand pump which serves as the backup pump feeds from the bottom of the reservoir. All hydraulic quantity indicators will read 0.00 when the fluid level is at the top of the standpipe. This leaves enough fluid in the reservoir to supply the demand pump, even when quantity reads zero. The only minor issue I see is the demand pumps should be around 2850 PSI, not 3000. Brian

Looks like an interesting flight to try. My concern for this flight would be terrain clearance and oxygen requirements more than airspace. As Michael said, if you’re thinking of a popup clearance for the rest of the flight you may as well just file IFR in the first place. Keep in mind though that most of the MEA’s along the route are over 12,500’. If you want to do VFR then you could climb to 11,500’ and just go over the class B, since you’ll need to be above that altitude anyway for terrain clearance on the rest of the route. Heading direct to LAS you have about 75 NM from L06 until you hit the class B so that’s plenty of time to get up to altitude even at 500’ a minute.

If it makes you feel any better I struggled with landing both the A2A 172 and 182 at first too, and I’ve been flying real 182’s for over 15 years. For me I think it’s the lack of tactile feedback when using a computer yoke. I’ve found what works for me with the A2A 172/182 is to keep a little nose down trim in so that while on final I already have a little backpressure on the yoke and it’s past the yoke center point. This makes it so that I already have pitch feel prior to the flare. Obviously this isn’t something you’d want to do it the real thing because it would make the flare that much heavier. I’ve ordered one of those IRIS dynamics yokes and I’m hoping it’s the game changer when it comes to yoke forces and trimming in the sim and I can start doing things correctly again. As far as numbers are concerned Oracle427 is spot on, don’t concern yourself too much with actual numbers, it’s more about the overall picture then hard numbers. Of course airspeed is important and you do want to make sure it’s under control, but after the first time your instructor pulls the power abeam the numbers on downwind you’ll give up the whole VSI glideslope angle thing because you won’t make the runway. Brian