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About G550flyer

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  1. G550flyer

    GPS LPV?

    does the approach/nav button in the plane have to be on/armed?
  2. G550flyer

    Learjet 35A anti skid

    In the five jets I've flown in my career, all of their anti skid systems are not active below 8 to 10 knots. The generators in the hubs have to spin a certain amount of rotation before enough signal is sent to the controller so it can see that a wheel(s) has slowed down or locked. That threshold is about 8 to 10 knots. It's actually MPH. So if it were a C141, DC10, or Gulfstream, it's working normally.
  3. G550flyer

    Contrails always white

    Shhhsh, you're not supposed to give away the secret!
  4. G550flyer

    How to hear ATC and radio "faster"?

    Both places are pretty good, they run like clock work due to the amount of traffic they handle. You have to be in sync, attentive, responsive and know where you are at all times. I've seen a couple of non airline guys get put in the penalty box for not being responsive and not familiar with the airport layout for taxi instructions. I spent alot of time flying out of DC and NJ going into KLGA and KTEB. As you know, the traffic gets so thick in those areas that you have to fight to get a check in or respond. Peeps will step all over on the radios too. Rush hour in the mornings and and evenings is where it gets fast due to all the arrivals. Those controllers fire off instructions quickly and it flows during those times. Bad weather is best, they have to space you out. On VFR days, everyone is jammed into the expressway visual and its a symphony. Now days with better radars, they cram more metal into airspace. In the evenings, I usually get caught with ground stop for an hour due to traffic flow into that area. Id say the worst I've had in terms of not understanding the transmission is Tokyo radio over the Pacific, Korea and Egypt. I spent 35 minutes trying to step climb because Tokyo radio couldn't fully understand me and I could understand them enough to know they kept giving me the wrong altitude. Two other jets tried to relay to Tokyo because they were feeling my pain, but they had the same results. A combination of Staticy HFs and long range made it worse. It was just painful at this Po hang Korean airport. To this day, i'm still not sure if I was cleared to land. They had to send a follow me because I refused to move after turn off because I had no clue what they were saying. For a while in parts of Egypt, it was like those guys/gals were talking into a tin can with a string. You had to work the squelch to hear and filter through the accent. The only time I've felt pressure and felt behind was my first flight into Frankfurt. 180 to the marker in a jet that won't slow down especially when you go down. I made it in and can honestly say I've never been given Frankfurt's infamous "Proceed to Rüdesheim and hold, state fuel status and don't lie!" I've never been fined for noise there either. 😄 Here's a good video for the original poster to listen to. Keep in mind, these guys are on the ground. In the air, its more fast paced because you can't just stop moving or pull to side like you can on the ground lol.
  5. G550flyer

    How to hear ATC and radio "faster"?

    Well, welcome to ATC communication. We all was at that phase at some point because humans are just used to normal human speaking pace. When you first start flying in the real world, it's an eye opening experience. This gets worse as you get into busy airspace like the North East coast in the USA. I've been operating from that area for over 20 years. You also notice the difference going from coast to coast. In the the Midwest, it's a different flow than compared to the NE. My first tip is to learn your own level of short hand and write things things down. To go along with that, learn expectations. These two will make life easier for you. So I'm getting clearance and they say "cleared the sigma six departure, Baltimore transition, direct to Nottingham, J61 to Hubbs, J193 to Harcum, then as filed. Climb and maintain 7 thousand, expect higher with departure, departure frequency 121.65, squawk 3157". On my pad you will see, Sigma 6 to BAL, OTT, J61 Hubbs, J193 HCM, as filed, 7 thousand, 121.65 and 3157. So short hand and expectations of what he's going to say and familiarity with the flight plan area goes a long way. In this example, I'm hearing everything ATC says, but only writing down key things. This will assist in accuracy of my read back. Everything he says is standard which comes with expectations. Worst thing you can do is not write down what's being said. Over time you will get very efficient at this. Occasionally, I get the "sigma3287, I have an amendment to your clearance, advise when ready to copy". This means to me, go to the flightplan page of the FMS, have the chart ready and have my pen/pad. When dealing with frequency changes, I don't write down everything. Early on, I would write down the facility"s name, but quickly you will just focus on the numbers. If they say "Sigma3287 contact Houston on twenty one sixty five", I type 2165 in the scratch pad of my FMS. Read it back and then drop 2165 on top of of the radio frequency in the FMS. it pushes the old freq to standby and tunes what I drop in from the scratch pad. My last tip is the read back. I teach new guys to write things down like I explained above. Read over what you wrote to formulate the read back. I then tell them to say it in their head three times straight, and then press the mic and say it a fourth time. This makes you sound smooth without any stutters or stammering like you would as your mind thinks as your mouth speaks. The reason ATC gets fast is because ATC is dealing with a lot of airplanes in a small environment. It's about brevity and accuracy. I've flown in places where ATC will give you a verbal lashing if you are not responsive and places like Chicago and Frankfurt will put you in the penalty box if you are dragging or use the phrase "say again" more than once. They will make you pull off during taxi or send you to holding until they can get back to you. NewYork is well known for giving you verbal slaps. It's common to hear "American2127!, American2127! I need you to LISTEN UP!, contact Boston on thirty five two!". I honestly find it entertaining, those guys don't play. You will definitely have to work on expectations. When I'm flying overseas through out the world, there are places that are difficult to understand due to the accent. I survive this through expectations and my flight plan. When near a boundary and they say something with a freq, I assume it's a freq change and read it back as a freq change. I have been in places in Asia or the Mideast where I actually had no clue what was being said. In those cases, I read back expectations with my flight plan. I read back, cleared direct Sotto sigma 217. They will reply if it's wrong or just clear what I replied. In that case, I expect to at least hear some form of Sotto when they call me again. I stick to my flightplan firmly because that's what my overflight clearance is based on. If not careful, you can end up in airspace you don't have overflight clearances for when taking random vectors outside of expectations. This has happen to me a few times when I checked the chart and notice they are trying to vector me into uncleared airspace. Either way, this will help you out.
  6. G550flyer

    CS 757 III v1.3

    That's exactly what I did in their forum. I gave them pictures and verbiage out of the FCOM. The verbiage explains what these speeds mean. Should be easy for them to refer and decide what direction to take if any at all. Not really. So VREF at 30 flaps for a 200,000lb 757-200 is 133. Will be in the FMC also if a person bothers to go through the performance setup. So flaps 15 maneuver is REF at 30 + 20, so that speed would be 153. You would expect to see the F at this speed. Nothing cosmic or complex about these speeds. They are just a visual indication that you have adequate roll/maneuver capability and act as a reference point for extending/retracting flaps. You would be surprised at what some developers are simulating in their addons to claim to be most realistic. Majestic has gone far enough to simulate a RAIM check in their Dash 8 FMS. All of my years flying, I have only seen the RAIM check fail once, but they simulated it anyway. It's required to have RAIM before doing any GPS departure, arrival or approach. I have even taught forum users how to calculate optimum flap settings,weights and FLEX on the DC10 and MD80. As boring and useless I feel it is in simulation, these people amazingly want to know.
  7. G550flyer

    CS 757 III v1.3

    I've done this with every type I've flown. It's perfect for learning flows and reciting everything an item does as you work through the flow. This way you know exactly what to expect before you even flip the switch.
  8. G550flyer

    CS 757 III v1.3

    For every one person who seeks simplicity, there are thousands looking for as real as it gets. You said the word yourself, simulation. Fortunately, simulation is a vast world where both complexity and simplicity reside. You may not care for such realism, but others do and a lot of developers cater to it. Me myself, I don't push complexity on others. I clearly stated if they model it, I'll assist by passing information, not demands. There are a plethora of addons that give different levels of development to meet the many tastes in simulation. I started my dream in simulation and have been fortunate to have a flying career of over 20 years combined military and civil. Some may never get the opportunity, so they stick with sims. I have assisted many developers in reaching their realism goals and will continue to do so. I will respect your opinion as we all should respect the opinions others. Have a good weekend.
  9. G550flyer

    CS 757 III v1.3

    Actually, he does have a valid point. Most people wouldn't notice unless they actually fly aircraft or very familiar with the specific system. The first plane that I flew that had a visible minimum maneuver speed caution was the DC10. If you dialed in a speed that would put you below minimum maneuver, you would get a little alpha @ inside the speed FMA. The autothrottle system would only slow to minimum maneuver in this case. The aircraft I've flown since then will show the minimum speed range along the speed tape, plus give you the moose antlers on the PFD at 80% of stall speed. What the OP is speaking of, is the F indicator along the speed tape and the yellow bar along the speed tape. The F tells you the flap maneuvering speed for your current flap configuration. For example, the flap maneuver speed for flaps 15 in the 757 is VREF30 + 20. The top of the yellow bar tells you the minimum maneuver speed for the current flap configuration. I know, Boeing just had to complicate things by adding all of these different speeds along with public math. Plus it takes for ever to clean up a Boeing aircraft. In my beloved DC10, we only flew minimum maneuver and never had a flap maneuvering speed. Plus, I only had two calls regarding flaps during clean up. Flaps up and slats retract. Non of this milking the flaps in or out. In the CS757, the F and the top of the yellow bar is at the same speed. This means that they are using the same speed for both. Who knows if they are using the flap maneuver speed or the minimum maneuver speed. One could check by taking the flap maneuver speed for flaps 15 and make a comparison. Either way, I'll post some pics and point out the issue in the CS forum and it'll be up to them if they listen or not. PS, I only get involved in these type discussions to maintain realism. If you model it and its incorrect, I just pass on the info.
  10. G550flyer

    CS 757 III v1.3

    ill have a look
  11. G550flyer

    CS 757 III v1.3

    The top of the yellow is the minimum and denotes the stall margin. If they are using flap maneuver speed for the top of the yellow, what are they using for the flap maneuver hashes? They have never been known for flight models. Do they allow pics in their forum?
  12. G550flyer

    Dial A Flap and FLEX

    You can depart 0 flaps, the thing is that you have to ensure you are using the right speeds for that configuration and have the setting set in the takeoff condition computer window next to the CG window on the pedestal. Two crashes resulted from the flaps and slats being retracted. Slats are the big item in an aircraft. They allow the air to continue to stick to the top of the wing at high angle of attack. Without the slats guiding air over the wing, air separates and lift is instantly lost. Flaps wouldn't even help in that situation. So in reality, you shouldn't get a warning as long as the slats are extended and the takeoff condition flap dial represent your current condition. This is how you tell the aircraft the flaps you are using for takeoff.
  13. G550flyer

    Reverser retracted at Parking Position

    strange, I kill the pumps and mine stay stowed. Maybe it's something you have set up. When you say retracted, I assume you mean deployed.
  14. G550flyer

    How to use Airfoil anti icing ?

    You can also bump up one throttle if you are concerned with speed increasing while descending.
  15. G550flyer

    Dial A Flap and FLEX

    Not unusual at all. The performance wants to be as clean/efficient as possible in the air. It does a comparison of runway available, weight, climb requirements and FLEX, if chosen, at airport conditions. If the runway is long, the performance goes after low flap settings so there is minimum drag in the climb. If the runway is long, lets use as much as possible to attain the lowest flap setting and highest rotate speed without exceeding parameters. Weight isn't much of an issue in this scenario with all the runway. FLEX easily factors in if chosen. At high temps and PA, tire speed can be a concern. If so, we need to lift off earlier/add flaps. On short runways, weight becomes the major factor instead of the runway. In this case, weight may be limited by runway. At heavier weights, you need more flaps to get off the runway, which kills climb performance because of the drag of the flaps. With that in mind, climb requirements will limit your weight if they exist. The best way to think of the dail a flap system is to think of a dome/bell curve. This curve starts at minimum flaps and ends at maximum flaps. Climb requirements and runway available are the driving factors. At the top of the curve is your max weight and optimum flap setting for the runway and conditions. Your actual weight vs max weight drives your FLEX capability. The greater the difference of weight between max and actual, the greater the FLEX. On long runways, the weight isn't a factor and lower efficient flaps will be used. As the runway shortens, the bell curve becomes more apparent. As you add flaps on short runways, the weight starts to increase to a point. Then it starts to decrease as you continue adding flaps. The optimum flap procedures helps you find the top of the flap curve for a given runway. Sorry, I just love aircraft performance. I am an aircraft performance guru. I grew up in the world of running charts in performance manuals.