Jump to content

G550flyer

Members
  • Content Count

    683
  • Donations

    $0.00 
  • Joined

  • Last visited

Community Reputation

171 Excellent

1 Follower

About G550flyer

  • Rank
    Member

Profile Information

  • Gender
    Male

Flight Sim Profile

  • Commercial Member
    No
  • Online Flight Organization Membership
    IVAO
  • Virtual Airlines
    Yes

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. Now, I just need to find a good AI traffic program for V5 and I'm set. Thanks for the help all.
  2. Found it! Some how, early on I must have placed mytraffic in the addons folder. It was causing the issues. I deleted it and things appear normal. Thanks!
  3. Matt, Are you using any addons?
  4. PREPAR3Dv5. 1080TI, I7-8086 5.0 GHz, 16GB 3200 RAM, WIN10. I have PREPAR3DV4.5HF3 on the same computer with ORBX, UGCX and GSX L2 installed for it. I did a clean install 3 times and the problem stays. I have deleted the scenery and terrain CFG and the P3DV5 folder.
  5. Greetings, I have run a clean install 3 times and my airport textures are strange. At the default KRND, the runway is showing concrete runway on top of a asphalt runway. The taxiways are partially covered in grass. In Seattle, the runways look fine from above, but appear to be covered with grass in areas of it. Has anyone seen this? Been this way since my first install. Rick
  6. Greetings, Even in the real world, you rarely use rudder trim. During recurrent sims, I used it a lot during single engine ops. Was big in the DC10 with a wing engine out. Your legs would get worn out holding the rudder in, so you threw in the rudder trim. On short approach, you take it out before the landing. There have been two scenarios in real life that I have used rudder trim. 1. During acceptance flights, we would take the jet up and do some max speed descent tests. You would trim the jet for the max speed descent and note how much aileron and rudder trim it took to keep the the jet trimmed. This test verified the flight control rigging and had trim limits, like no more than 2 degrees of trim in the roll and yaw axis for trimmed flight. If out of limits, they re-rig the flight controls. 2. We had a couple of jets that had altimeter splits during flight. One was so bad that it would cause a mis compare between the pilot's and copilot's altimeter. The zoid on the PFD would be off and I would use rudder trim to center the zoid and kill the altimeter split. Jet seemed bent, but Gulfstream blamed the rain guard on the EVS camera. Said it was disturbing airflow to the sensors.
  7. Spilok, Here's the beauty of using that FMS. It opens up a large volume of approaches. It automates your departures and arrivals. My first jet was a 4 engine heavy(C-141B) and it didn't have a sophisticated FMS. Now days, I wouldn't want to fly anything without the box lol. Just start using it. Most are intuitive and steps you through page by page when preparing for a flight.
  8. As chock mentioned, planes like the 320 and 321 are virtually the same from a pilots perspective. They are mostly flown and managed the same way with all of their commonality. Systems may differ, but same approach to operating. Take the Gulfstream 5 vs the Gulfstream 550. It's just a G5 with a major avionics upgrade. Instead of 6 display tubes, you have 4 big flat screens. Sitting in the cockpit, it all looks the same with some differences in switches and cursor control devices that look like side sticks on the airbus. Either way, they are flown the same with advances in approach capability and navigation. The systems are very different. Instead of the huge Autopilot and autothrottle boxes hidden behind the wall in the baggage compartment, the 550 has the equivalent of 3 desk top computers called MAUs. Two on the left and one on the right behind the veneer fancy wood paneling on either side of the flight deck aisle. Each has PCI card slots that are filled with PCI cards that make up the avionics. The autopilot and autothrottle system is mainly software loaded to PCI cards that tell them to perform those duties. Only the FMS and GPWS cards have memory modules on them for the databases. The 550 has more range and is a little more slippery in the flare. You pull the power at 100ft in the 550 vs the 50ft in the 5. There are some differences in the 320 vs the 321, but from a pilot perspective, they are basically the rest of the iceberg hidden beneath the water.
  9. Really depends on what you are looking for. As a real world pilot, I love all types of planes. I purchased a lot of aircraft and some of them I never fly. Some days, I love kicking around in a 777 and other days I like the MD80(all time favorite). I never cared much for airbuses as a pilot, but since buying the FSL 320/321 and the 330 pro, they are growing on me and I fly them often. I prefer planes that are realistically modeled and match the real world performance. I also like flying planes that are on the front edge of technology. I remember when I flew our first G550. Coming from G3s and G5s, stepping into the cockpit left me in awe. I thought going from DC10s to GVs was a big bump in technology. The 550 spoiled me with its four massive flat screens, xm weather downlink and embedded charts with moving maps. Those cameras are great and gave you the ability to be able to watch the gear retract, thrust reversers pop open and track the gear and wing tips in tight taxi areas. Then, buying the Qw787 gave me the same feeling in the sim world. So, it depends on what you are after. My advice, get them all! I love my TFDI 717 just as much as I love taking a hop in the PMDG 747. I need a good DC10 or MD11 in P3D. Good luck on your choice, I'd buy them both.
  10. That was us having fun, 61.58s still require you to operate manually and with automation. Even when I was military we had those requirements. Auto go around was part of your proficiency beans. Evaluation of automation skills is a must, especially when you may find yourself in situations where you need it to free up brain cells.
  11. Lol, but Bob, the new kinder, gentler check rides only evaluate flight management instead stick and rudder skills 🤣
  12. Here's what arm chair types have to keep in mind. In 21 years of flying, I have only dumped, well, adjusted gross weight once. In a heavy DC10 at almost max weight, we had a slat disagree light at lift off. We had already returned to parking twice due to an intermittent slat disagree light on taxi out. This scenario led to a slat disagree light when extending the slats after clean up at V2 plus 10. This called for a no slat landing with flaps, which had a hell of a approach speed and abnormal nose down approach. In the clean config, the jet was safe, so we had time to coordinate with ATC and get to a weight adjusting area. After the flight engineer ran some numbers, we decided to dump enough fuel to accomplish a flaps 22 approach which gave me a as close as possible to a normal landing picture on approach. no slats hurt you more than slats and no flaps. In fact the approach speed is lower with no flaps with slats. This is because you can't get enough AOA for the wing to produce more lift due to the slats being unavailable to guide airflow to the top of the wing at high AOAs. In this case, you have no choice but to adjust weight because your emergency return landing distance exceeds runway available due to the higher speeds for lift. In the DC10, it was standard to brief, dump from gear up to gear down during the take off brief. This is because you are planning on the worst case scenario. During takeoff data calculation, at least while I was Air Force and at my civil flying job, we calculate emergency return approach and landing data at takeoff weight. In this case, if it hits the fan at V1, you know you have the landing distance and approach speeds to pull closed and get her back on the ground. We would still dump to get as much off as possible. Only issue is you have to mind your sink rate when over max land weight. Usually limited to 300 feet per minute depending on AFM and type. Now, a fire, control or thrust issue could drive you to have urgency to getting the jet back on the ground. Those are three things I don't play around with. In the DC10, I lose an engine, who cares. The jet was designed with two engines and the third one was an after thought. In a twin like the Gulfstreams I fly, I want it back on the ground. In this day and age, I don't know why I lost that reliable engine and that issue might impact my last engine. There you have it, it's a judgment call. Some scenarios may lead you to want to dump, but in my case, I know runway availability is not an issue at takeoff, so I may elect not to dump. having 75% of fuel on or 25% of fuel looks ugly regardless with a fire/crash. In essence, we just try to fly a good jet at all times and minimize risks. You really can't fault this crew either way and fuel dumping is one of those necessary risks, that's why they made it.
  13. Nice, if you need any assistance, just let me know. It will definitely help with setting up for VFR and RADAR patterns. Rick
×
×
  • Create New...