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About xkoote

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  • Birthday 02/18/1977

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    MD-80 Captain
  1. Brake Overheat/Autobrake Problems

    Search these forums for this. In the beginning there were many many reports of this, with varying solutions. It boiled down to setting correct null zone and sensitivity settings for this hardware. I have it as well, but last time I set it was 3 years ago. And I am currently not at home. One band aid if all else failed and you didn’t want the hassle of fixing tires and brakes was to quickly apply parking brakes and relese them again (CTRL+. then .). While not realistic, this would reset the problem of constant brakes signal being sent ...... until you touch the toe brakes again. Good luck...
  2. Take off roll issue

    It is the winds. Try one takeoff with some crosswind, and then the same takeofff again with no winds. You’ll notice that that is the variable. Cheers,
  3. Take off roll issue

    It is the crosswing acting on the rudder of the aircraft. It is not noticable during taxi. But during takeoff, it requires quicker action. Same as in real life.
  4. Cabin pressure

    Hello, 1. Check the supply switches on the air conditioning panel. They should be in AUTO. If for some reason they are in HP BLD OFF during climb will not make a difference, but as per SOP they have to be in AUTO. 2. Check if all your doors are closed. The (DOOR) light under the annunciator panel should be OFF 3. Make sure you haven't opened the cockpit window and forgotten to close it. The MD-80 has no annunciator light for that 4. The pressurization system should be in AUTO. On the center pedestal, the yellow/black wheel with the yellow tab at the wheel's base is the outflow valve controller and it's master selector. That yellow tab should be UP for the pressurization to be in AUTO. If it's down (manual), the valve may be wide open. When the valve is wide open, the yellow valve position indicator to the right of the wheel will be fully AFT (open). During climb, that indicator will be around the top of the console. At high altitudes, the valve position indicator will be almost fully FWD (closed) These 4 steps should guarantee you get you press problems sorted...
  5. Hey Guys, the requirement to have ART OFF relates to certification in which the FAA didn’t want to have a derate off of a derate. Why a derate off of a derate? Because normal TO thrust (ART ON, no flex) is already a derate of max TO thrust (ART OFF, no flex). So Douglas had to implement the procedure to have the ART OFF when FLEX-ing. By switching the ART to OFF and then applying a FLEX, you are now assumed temperature derating from your engine’s Max TO thrust value. Not the normal TO thrust value (which by itself is already a derate). Simple stuff right? :-) Happy Days ...
  6. Navigraph Stuck at 0%

    Problem solved, northtexas and Carenado support gave the final solution in this case. Thanks,
  7. F50(Lite)

    Thanks Guys...
  8. Navigraph Stuck at 0%

    I installed the Fokker 50 and loaded it immediately, so not any of the aftermarket GTN's. The stock universal. Shift-8 is at 0% and the CDU is stuck at loading database. Left it open for 2 hours, no change
  9. F50(Lite)

    Guys, the software comes with very little documentation. Who knows what the difference is between the F50 and F50 Lite? Thanks,
  10. Navigraph Stuck at 0%

    Hi guys, any of you have a problem with the GPS? Mine turns ON, but never fully starts. When I press Shift-8 to check the Navigraph status, it is stuck at 0% endlessly. Any ideas? Unfortunately Carenado provides 0 documetation regarding the software and installation itself. Cheers,
  11. Landing reverse thrust and autobrake issue

    Hello, to the OP, I believe the fact that REV is not available until touchdown has been discussed many many times before. I don't know if it is a PMDG or FSX/P3D issue. In any case you are right that you should be able to select reverse when the aircraft senses ground mode. That is when the main wheels either spin up, or spin up and compress. If this is the case and the thrust levers are at idle, the EEC opens the isolation valve, allowing application of reverse. With or without nose gear compression. If in the 777 you land without autobrakes, then indeed you have to make a positive input on the controls to get the nose down. In that sense the modelling is pretty good. However in real life you hardly ever land without autobrakes, so the deceleration will pull the nose down. So much so that anything at autobrakes 3 or more will require quick action by the PF to arrest the de-rotation and prevent slamming the nose wheel to the ground. My experience in P3D is to just learn to live with it. The 777 is not meant to fly with A/T OFF, and in this case it will not make a difference in autobrake actuation or reverser deployment anyways. I make the landing as normal, de-rotate as normal and let the reverse come out a bit later than real life. The P3D friction model will make sure you use equal to or less landing distance than calculated (real life) anyways. Cheers,
  12. Tutorial 1 - Route Entry - BUBIN no longer valid

    Hello, as Romain said, you will have to find out and make the necessary changes. On DEC 7, 2017, UAE airspace became RNAV 1 only airspace and as such they redid most of their routse, SID's and STAR's. IMPED has now replaced BUBIN amongst more changes. Cheers,
  13. Landing the 777, what's going on?

    Try landing at a default airport to rule out scenery layering problems. To me it sounds that it might be the case. If you land at a default aiport and the plane behaves normally, you have isolated the problem to scenery install, flattening and layering. Good luck..
  14. FBW and 737 Max trim question

    The 737, no matter what version, will always be a 737 classic with a bell, two whistles and a new dress. Other than that it's still the same bones ;-)
  15. Weird PFD flight modes

    That is probably it. The text in the FCOM is not clear enough for me to know exactly. Some airplanes go to HDG HOLD or some other basic mode when LNAV course guidance fails for whatever reason. With the 747 - at least with the sequence you performed - the airplane went to its attitude stabilizing mode. To resolve this next time, switch to HDG SEL and aim your plane where you want it to go. When you aware of where you are and where you want to go, clean up the FMC and then re-engage LNAV. Happy travels,