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3-2-1-Now

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  1. 3-2-1-Now

    Slow Takeoffs

    If you don't need the best second segment climb performance the aircraft is capable of, then try a higher flap setting (instead of flap 5, try flap 20). Best regards, Robin.
  2. I can't configure any air stairs for the 300ER. They don't even appear (works fine on 200). Everything else appears to be OK. Any ideas? Best regards, Robin.
  3. The problem is with the way FSX terrain crash detection works. It's like you occasionally see the aircraft jumping on the ground, particularly at KSEA, if the sim is busy with other tasks and can't update the terrain fast enough. In that case, as the elevation changed due to changes in the resolution of the mesh, it would cause the aircraft to bounce/crash. I suspect what is happening is as the coastline LOD is increased (witnessed by the shape changing as you approach it) then the crash boundary built by the sim is not exactly in line with the visible terrain for whatever reason. What would be interesting to do is taxi from the other direction and see where it is. It could literally be an invisible wall, or something worse. Best regards, Robin.
  4. Where the stick is should not affect the trimmer when on the ground. The FBW is bugged so it may not be behaving correctly. I'm not at my simming PC so can't check the manuals for what it should be doing, but I've never had a problem setting trim for takeoff. Best regards, Robin.
  5. So much speculation, so few facts. All we know is it didn't make the intended destination. There are so many oddities and serious questions about what happened, and what did or did not occur in response, that all anyone is doing is feeding the media with unsubstantiated nonsense. I haven't even read this thread because there is no point. Those who know aren't saying; those who don't have too much to say. The aviation expert on CNN said it best: "Idle speculation is pointless. Wait for the conclusion of the investigation". I expect to be waiting several years for this one, if ever. Best regards, Robin.
  6. It is rigged so that when in the correct landing attitude, with the main wheels touching the ground (but oleos fully extended), it reads zero. Best regards, Robin.
  7. Rudder trim - lots of rudder trim (and rudder). As written above - it's all to do with airflow, prop dynamics/forces etc... http://en.wikipedia.org/wiki/P-factor http://en.wikipedia.org/wiki/Critical_engine Best regards, Robin.
  8. O/T: why do people photograph their screens??? Not heard of PRT SCN? You can crop the image, too... If the FMC is dumping the SID/STAR then try removing the offending procedure from the database and see if that at least makes the rest of it usable. Best regards, Robin.
  9. Longest for me so far was Hong Kong to Santiago (21 hours and a few minutes). I took just 30 tons of cargo - the rest was fuel. Best regards, Robin.
  10. What is the view "out the window" doing? Is it stuttering/pausing? Best regards, Robin.
  11. You're welcome!! Pleased you got it sorted out!! B) Best regards, Robin.
  12. If the FMS correctly sequences, then yes, it will display approach speeds. This is all related toFMS sequencing. If the FMS sequences correctly, then all is well. You need to be much more precise about the wording here. Exactly which part of the altitude of remains white, and what exactly is it displaying? The FMA on the MD-11 is one of the most complex, but also the most informative. IMHO MD nailed it. What did you try to enter, where? You're welcome! Best regards, Robin.
  13. WARNING: CTD BUG EXISTS BEYOND THIS POINT! This is because the FMC didn't transition back to cruise phase. I'm betting the PM did not call the flaps either, as you extended them? The CTD is essentially related to actual aircraft altitude, FCP selected altitude, and FMC computed ToC/ToD. To prevent CTD trap #1 and #2 (related) after the go-around, but BEFORE you attempt to do anything with the FMS, climb to your missed approach altitude. You will probably see a scratch pad message along the lines of CRUISE ALT 050 at this point. Level the aircraft, and the altitude at which you leveled off, make this the cruise altitude in the INIT page (e.g. if you are level at 4000 ft then enter 040). The very second you enter this you will hear a CLICK as the thrust rating changes from GA to CLB. At the same time the FMC transitions to CRZ phase. Now you've avoided the CTD, you can re-program your approach. Don't climb too high, or select an altitude that is too high (if you stick to the distance rule of "3 times your altitude in 1000's of feet" you'll be OK). CTD bug #3 can hit you here, but as long as your altitudes remain sensible, there isn't a problem so don't worry. Once the approach is programmed, perform a DIR TO the first waypoint of the approach and fly as normal. If you need to climb high (e.g. mountainous terrain) enter a waypoint that is not near the aircraft. Do NOT try and enter it at the FROM waypoint as this too will CTD!!!! To enter it successfully, press LEGS then enter it at LSK2L, and perform a DIR TO. Now you can do what you want around the airport if mountainous terrain is a problem. Before attempting to resume the flight plan, be sure to reset the cruise altitude to the current aircraft altitude. This will ensure the FMS sequences correctly when you perform a DIR TO the first waypoint on your approach (sometimes it is useful to re-program the STAR for the airport, especially in mountainous terrain). Don't worry about the CTDs - they seem hard for some people to run into, or in my case, easy. The methods to avoid them are easy though. Programming the FMS is fairly quick if you already know what you are programming in. You should be able to have the approach entered and sequenced correctly in less than 30 seconds (the aircraft will still be turning downwind on heading select by the time you prepared it). Single crew operation is certainly busier, but it is by no means impossible. This sounds suspiciously like the auto-throttle is still active (check to see if there is a box around the speed window - if NOT then it is *active*). You will need to assign two keys in PMDG Keyboard settings. One for auto-throttle disconnect, the other for autopilot disconnect. Generally speaking, once the INIT page is programmed, you don't touch it again except for CRUISE and CI entries. To create a new destination, you press FPLNm then perform a LAT REV on the FROM waypoint at LSK1L. On the LAT REV page you will see the entry for NEW DEST. Enter the new destination in this box, and then press FPLN again. You will see something like: PPOS ------- DISCO KJFK ------- END OF FPLN Now you are able to perform a LAT REV on KJFK and see the STARs for the airport! Configure the flight plan as normal, being aware of the CTD traps outlined above. Best regards, Robin.
  14. I tend to use SEC FPLN for programming return to field, should it be necessary. Best regards, Robin.
  15. You are simply not descending early enough. I've not had any issues so far decelerating. Best regards, Robin.
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