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About G550flyer

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  1. 🤫I was trying to get em to do it the old school way to get in the books🤣. You are giving up the industry secrets😂. Even the old G3s I flew had the AOA on it. 1.3 was the green doughnut. Of course you would be above it because of the REF+5. The C141B had it, but it was disabled and hidden for some reason🤔
  2. It's pretty slick, will even prevent you from slowing below that speed. I did have a position sensor for the slats fail once and it gave us a slat dis agree after takeoff. It was interesting because the alpha a showed up and the throttles kept going to full power thinking we were too slow for our configuration. We did a no slat with flaps landing after adjusting weight. Costed us about four hours to get it fixed and then we blasted on to Cali.
  3. As others are saying, there is definitely something around your weights in the FMC. Actual weight and the FMC weight is not matching. That A in your speed window is definitely telling you something is off. I don't know about the 73, but in the DC10, the system would estimate your weight based on accelerometers from your maneuvering. If you dial the speed too low, it will give you a little alpha a in the FMA for speed. It was spot on. In a sense, approach speeds are roughly 1.3 to 1.5 of stall speed. This is on a linear curve until you start getting light enough to where VMCA becomes a factor. At this point, the speed curve will give higher numbers than 1.3 Vstall in order to maintain control ability. On the top end, that 1.3 Vstall curve will run until you hit flap speed limits. For the future and this issue, here is something that experience will buy you and I pass it on to you for free😆. After a few approaches, you will start to learn the body angles/pitches for the a particular aircraft on a 3 degree slope at REF plus 5. This becomes part of your cross check. Pitch on approach will change about 1 degree for each 5 knots of airspeed. So for a 737-800, you are looking at 2.5 flaps 30 and 1.5 for flaps 40 at REF+5 on a 3 degree slope. If you are on a 3 degree slope, flaps 30 and notice that the pitch is at 1.5, you are either 5 knots hot, steeper than 3 degrees or landing with flaps 40😂. If the pitch is higher, you are either on 2.5 to 2.7 slope, slow or landing flaps 25😝. It's that simple. These are good nuggets to know as it compliments your scan. Let me give you an experience I had myself. We get to the jet in Dallas early morn and it had been raining all night long. It was foggy with heavy drizzle as we powered up the G550. 5 minutes before the passengers showed up, we started getting these weird spurious CAS messages centered around air data. As we taxied out, we had a stab/flap miss compare message. We rolled them up and back down to takeoff and the indications for flap and stab were fine. We even popped the entry door to take a look and the stab was at the mark for 20 flaps. We decided to blast on to DC. On approach, we got a flap miss compare message. We rolled them up and back down, but the message stayed. We captured the slope and the CAS went away. On short finale it came back. The PF asked if we should break off and opt for a 20 flap landing. I asked, what is the normal pitch for a 39 flap landing. He stated, about 1.5 ish. I asked, what do we have, he responded 1.5. I responded continue. At 300 feet, the message went away again. I told the mechanics that possibly something got wet. No one else experienced that issue in that tail again. If you have this problem again in sim, check your pitch. If your pitch is fine, then you know your FMC/system is out to lunch. If you have a 737 flight manual, you can find pitch and power settings under the unreliable airspeed section. Just note that the pitch on approach will be low because it's doing REF+10 for a safety factor. In that chart, it will be 1 degree low because of the extra 5 knots.
  4. I mean, he kept perfect form throughout🤣
  5. Yes, I would also ping them at that point, let them know my current heading and ask for further instructions.
  6. You mentioned real world in the title, so I will give you that. Normally you will either be cleared the full procedure through the IAF or FAF or you will be vectored for an intercept for that approach. For example, when I used to return to KADW from the the North. We would always be routed through BAL as the final flightplan point. Just prior to reaching BAL as the discontinuity messages pop up on my PFD, the controller would say, "SAM183, direct Andrews" and give us a freq change. After that, Potomac would vector us around unless we asked for a specific full approach. The basic TACAN or GPS with a turn in holding was a popular choice returning after a training flight. They would then clear us to GRAVZ and we commenced from there. You will either get a vector to an intercept or cleared to a point from where that approach will commence.
  7. If you want a good test case of the effect, Manually set SL and 15C. Takeoff at a specific weight. Try it again at 50C. Honestly, you might not see a major difference. On the jets I flew, it was more apparent in braking data. Like your VMBE would be impacted and reduce your reject factor and possible max takeoff weight. You will see it impact brake cooling times. You might notice you have to flare a little earlier or else pound it in on a very hot day. Engine wise, they usually have a high thrust break. The CF6s on the DC10s I flew were flat rated at SL to 30C. This means you will get rated thrust up to 30C and then it would start to fall off. On the BR710, shoot, the thrust is so cut back on the Gulfstreams that it maintains rated thrust up to higher temps. The biggest impact you see with engines and lift is pressure attitude. You will see longer takeoff runs, higher grounds speeds and less performance. I took off out places in South America and it was interesting. Engine starting spool up was slow. I remember during take off, push up the throttles, a lot of noise and rumble, but when brakes released, you barely felt any force back into the seat. Nothing like seeing the end of the runway coming up and rotating in the red sections on those hot, heavy and high days.
  8. Greetings! Nice to see it's working well as I haven't been able to get up in the sim world lately lol. I'm not sure if you fly with ATC, but here is my real world technique for TODs that works great for sim as well. First, use 4 times the altitude you have to lose to get to the IAF or FAF altitude. So lets say I have to lose 35,000FT from cruise down to my FAF altitude. So that would be 4 times 35, so that's a descend no later than point of 140NM from the FAF/IAF. The rule is 3 times, but I use 4 because it accounts for the time I need to slow to 250 by 10,000FT in a slippery jet. Another technique that helps against crossing restrictions is your mach number. Lets say you are cruising at .80. That is roughly 8 miles a minute. So if you have a restriction of being at 10,000FT at a point that's 70 miles away, you will be there in about 8.8 minutes. If you have 15,000FT to lose, then you can comfortably get down to the altitude with 2000FPM taking about 7.5 minutes. This technique is also good for cross checking the FMS. For slowing, I use 13 at 13 or 12 at 12. This means at 13,000FT, I will set a vert speed of 1300FPM. Or, at 12,000FT, set 1200FPM. That technique works well at getting the jet to hit 10000FT at 250. 20 miles from the airport, I want to be at 200. On a intercept heading to approach course, I want to be at 180. Glide slope intercept, I want to slow to approach speed. Shooting a GPS, I want to be at approach speed by the FAF. Doing a visual, I want to slow to approach speed at glide path. Turning the pattern, I hold 180 until the runway is 45 degrees off my shoulder and I start slowing to approach speed coming off the perch. These techniques all string together from the TOD. They will keep you from being rushed and you won't drag in much. Some of these add on planes will get you in trouble when strictly following the VNAV. Will happen in the real world too because an FMS plans a perfect TOD and VNAV path. As soon as you get off that perfect calculation due to traffic, ATC needs or other issues, it's all out the window unless you want to spend time heads down trying to fix it if able.
  9. 🤔, I love the 717 and it's definitely missing in MSFS. Having shells wouldn't be so bad is you could add avionics like you can in the real world🤣. But, the community has been great with mods and such🤔. I may get it and tune it against the flight manual myself as long as the auto pilot can climb, descend and track a flight plan.🤔🥶
  10. Try these, KPHX - KSAN, KLAX - KLAS, KMIA - KEYW and KMIA - MYNN. Great short trips. TJSJ - TNCM isn't bad either.
  11. It's definitely a chore to work through SA and invoke self discipline to keep it. I still remember how much of a chore it was flying the ol mighty C-141B Star Lizard during low levels. You are doing clock, to map, to ground at 200 feet AGL at 230KTS. You are scanning for traffic and hand flying. This is where it's essential to divide tasks among other crew members. The issue starts when you have a limited number of crew members. It reminds me of the C-17 that replaced us as I jumped to the might KC-10. Those guys/gals struggled a bit with just two up front during low levels and airdrop. They were trying to do everything, such as hand fly, run checklists, clock, to map, to ground, maintain position and get the drop off. There were situations where they would get out of position, off DZ, etc. They had to start adding extra crew members to these type of flights. Two peeps work great going from point A to B. You can get away with one person doing that. But, when you complicate things, get low to the ground and hand fly, it's a work out.
  12. Keep in mind that most modern aircraft to include the 737 have high and low idle settings mostly driven my configuration. Once configured and on approach, the FADEC will drive a higher idle to assist with faster spool up for go around and reversers. The high idle will be held for about 4 seconds or so after touch down before going back to low ground idle. I think the 737s high idle is at 32%. Either way, the high idle allows a fast spool up verses all the seconds it will take going from low idle.
  13. Perfect. I wonder when will DC designs release their update for their Concorde. I feel the need for speed. I might give her a spin.
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