wongben4

Hi, does anyone know that whether 744 (the real) has the terrain on ND function similar to airbus.ben

"Then I disconnected A/T, too, and added 101% N1 manually. I could easily keep the altitude with a little pitch but IAS didn't increase any. It didn't decrease either. No matter what I did, the plane would not gain speed and was still in a dangerous stall position (well in the red dots). Only after introducing a gentle descent with around -500fpm I could gain speed and at FL 350 I was up to normal speed (some 0.85 Mach) and ready to climb back at my cruise altitude."It sounds you are in slow flight...1) usual nose up altitude2) low airspeed but high rpmben

cool.......engine no.4 hit the ground in touch down...ben

Hi jtsjc1, are u doing your PPL?ben

Hi, for the KL 753-754Bonaire-Quito-Guayaquil-Bonaire video. The capt is diving to the runway, isn't it? The PAPI is all white, and I see much terrain in the front window during the approach......thanks ben

Thanks you very much...learning doesn't hurt...However, I think 744 and A340 are using wire, is it correct? and how about the 777 GE90 engine, is it using the gas one??thanks againben

Hi,1) as long as the temperture rises to a certain level in the nacelle, no matter there is fire or not, the fire warning will horn? 2)And even though the fire extinguish itself rather than by the crew's action, the fire horn will still be actived?3) if the fire horn goes on, it may be caused by engine fire, flame out, or loop failure, is it correct?4)when engine horn goes on, the pilots need to address it immediately, is it correct? Or there is time tolerance for it. that's mean when we have engine failure after V1, should I rotate and stablize the aircraft (ie gear up, climb out at V2) first before addressing the fire issue. Sorry for asking so many question, but I want to know something in detail. thanksben

Hi, what is the different between engine fire and flame out?thxben

Hi guys, just a simple question. Is hot start modeled in pmdg 747?thxben

thx you your advise and I think I will take it.. however, 6600 or 850XT is pretty expensive, any subsitutite?? I am looking at around $130 for video card...BTW, you are right, if nothing support dual at this moment, why spend money on it.....anyway, thanksben

Hi, Actually I have playing MSFS in celeron 2.6 (it is suck), and I am planning to buy a new system in a month or so. However, I want to hear from you guys.. should I buy it in May or June or be patient after FSX and vista lanched. In fact my celeron is pretty new, I just brought it 2 months ago (with 512 DDR memory and no video card), and since the mother board supports P4 3.0, I can spend around $120 to get a P4 CPU and replace the celeron, and buy a video card and another 512mb ram. what do you guys suggest, buy a whole new dual core system that support DDR3 ram, or just upgrade my present system and wait until Vista and FSX have finally launched?(The reason why I ask this question is someone mentioned that FS9 does not support dual core, so why do I spend little money now to get a P4, than wait for FSX and VISTA come out and then go get a Dual COre at a lower cost compare with now)Thanksben

hi, do anyone knows how to decide at what height should the pilot pull the power to idle and flare the aircraft..PMDG 744 manual said power idla at 50ft RA and start to pitch the nose up at 30ft RA..But when I looked at ITVV VS, the pilot simply did everything at once at 10ft RA....For myself, I tried both. Power off at 10, no way, either the 744 is floating too long and touching down beyond the landing zone, or the 744 is "ballooning". On the another hand, the aircraft seems to land hardly when power off at 50.Ben

hi, a book called "Fly the Wing " is very good as well. It covers a lots of basic aircraft knowledge and technique which flightsimmers always do not know and care. The new edition also convers some technique and procedure(e.g. stall...) for FBW aircraft(A320 in specific)... In fact, "fly the Wing" and "handling the big jets" are both the required reading material for AC pilot interview. (ie you must know the contents of these book very well before go to the interview)ben

Hi, did you have your anti-ice on? ben

Hi, just a supplement, another function of the flap is to allow the aircraft to pitch the nose down (is it calls angle of attack can't remember) for a fews degree without increase the airspeed nor V/S, as a result, the crew can have a better view for approach..bb

wooo... thx for the insight analysis. Before that, I really throught the reserver control on the throllel (don't know how to spell it)is just a on off switch, and the computer will adjusts the level itself. However, it generate a question for me, the handling pilot doesn't pay much attention on the insturement (unless under CAT 3) as he is busying keeping the aircraft on the centreline during roll out, so how does he know when is the time to adjust the reserver level, the non handling pilot.. if that is the case, that the non handing pilot should handle the reserve thrust... I am not challenging what you have said, I just wanna to learn something on real world dual crew operation..thxben

From my experience, once the FMA is in HOLD mode, and then you are over 80kts and you pull to idle, spolier will automatically deploy, and spd break will active... It is funny to stop the aircraft(without reserver) when you are 10kts below V1, you will see yourself stopping at around 2 to 3 hundreds meters from the end of the runway, and you brake temp will rise to around 500 degree C. I know that in real situation, if one engine failed before V1, but above 100kts, the pilot will likely to cts the take off since climbing or landing with 3 engines is not really a big deal in 744.By the way, you need extra care in rubble control during such situation due to the asymmetric thrust. (ie you only have 3 working engines)ben

Hi, do somebody know how to map the TO/GA on the joystick, and how about A/T disengage? (not the "arm" switch on glareshild, but the hidden key we press for TO/GA which located on the left side on the "arm" switch)thanksben

hi, if all 4 engines rotate in the same direction, then according to newton 3rd law, the plane will tend to roll to the opposite direction of the engines rotate... is there any special design to compensate this forcethxben

Hi, do anyone know which direction is the engine fan rotate... it is the same for all 4 engine??thx ben

Hi, After I installed RCV4, I click the rcv4.exe icon, and nothing comes out. Do anybody know why?? BTW, it doesn't crash with anything... just couldn't start... and I can't even register..I have ASV, but I just uninstalled it and try it again, it doesn't work as well.thanksben

thank for your answer, now I know why there are only few airports have with cat 3c rwy. (in fact, i only know PANC has one)ben

>Hello,>>I read the manual, chapter 9, about the AFMS, and I'm left>with a couple of questions.>>1) The AFDS MCP section mentions two FD switches, but I can>only see one. Are there really two?I believe they are refering to the one on capt side and the one on FO side>2) All the buttons and controls are identified and explained>with the exception of the course knob. How does it differ from>the heading knob? It select the course(track) rather than heading>2a) When I take off on say runway 34, I'd like to set the>number to 341 degrees, but is it the heading or the course?>(The tutorial uses ambiguous language)always course(track)>2b) Before selecting APP and then VOR/LOC, the manual says at>a minimum to set right ILS frequency and set the course. Is it>the course, the heading, or both?always course(track)hope this helpthanks

Hi, does anyone know that is 744 certified for CAT IIIc ILS approach ...thxben

yeah, they are all different and I don't know that either....ben