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About ExNusquam

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  • Birthday June 11

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  1. That callout actually sounds like the one from the Jetstream...I'm guessing PMDG reused the sound file for the 744v3. No clue why it's not on the NGX/T7.
  2. You are correct there aren't MVAs everywhere - but a controller won't issue an altitude clearance that doesn't assure terrain/obstacle clearance. If you're being vectored for an approach, the minimum altitude will be MVA. Enroute it will be the MOCA for the segment you're on.
  3. Dave- you're also incorrect. The controller will never issue an altitude clearance below their Minimum Vectoring Altitude - which will assure terrain clearance. Uncontrolled airspace means that a controller may not provide IFR services. 2-way radio communication is also not required, even for IFR operations. See: https://en.wikipedia.org/wiki/Uncontrolled_airspace
  4. All in all, these bugs sound very much like the glitches that plagued the original E-Jets release, like 10 years ago. It's a shame that the developer hasn't learned, but the E-Jets ended up being a great product after a patch or two. I'm interested to hear feed back from users after the first patch.
  5. Just checked the Eagle County airport website, and it appears to be an SA approach only available to approved operators. Much like the straight-in localizer at ASE, I doubt you'll find a public plate. See: http://www.eaglecounty.us/Airport/Documents/Master_Plan/Working_Paper_2_Chapter_4/ You can also see a future amendment scheduled via the FAA IFP. Looks like all of EGE is scheduled for updated procedures in 2017.
  6. Lots of Command: Modern Air/Naval Operations, Wargame: Red Dragon, DCS, Payday, Project Reality and Insurgency.
  7. Yeah, the logic on the ECS is a bit screwy- especially since the documentation says the ECS isn't powered until both generators are online on the ground. I don't have much time in the Phenom at all; I attended a US university that happens to own one and uses it for training/transport. The airplane was about 4 years old when I flew it. The interior had held up fairly well, but the maintenance was all done in house and it generally seemed to hold together. The fasteners did get loose; I took flak for a bit after I landed hard enough to knock the lav bucket access panel off. Overall though I agree with you - good airplane.
  8. When I was flying a Phenom (100, but basically same systems), we always verified that the ECS was OFF on our cockpit setups. The actual air compressor won't turn on until both generators are online, but the recirc fan turns on as soon as one generator online. The fan turns on at something resembling full blast and is annoying during start, so we always just left it off until we were doing after start flows. EDIT: I checked your post history and realized you've also flown a Phenom 100. Did the one you were flying have the 2 or 3 position ECS switch? Some had AUTO and MAN whereas IIRC the Carenado has the 3 position with MAN/AUTO/OFF.
  9. It's part of a report issued by the Juneau Airport, and is publicly available on the Juneau City Website. (Should keep stearmandriver and spin737 in the clear). http://www.juneau.org/airport/documents/AppendixJRNVImpacts.pdf
  10. I did a rough calculation simply using the ridge as the controlling obstacle. There was a PDF that was released a while ago that listed the controlling obstacles for both runways for various RNP values: Thanks for the link to the PBN design doc, I've never seen that before. As to the slope of the OCS, the 15.97:1 slope translates to a 6.38° GPA, so my rough guess on the surface wasn't that far off. :wink:
  11. OK, from TERPS for a Precision Approach; I'm just guessing that this is what the procedure would be built on, but it should get you pointed in the right direction. Obstacle Clearance Slope is S = 102/GPA, so in our case S=27:1 I'm just going to assume a reasonable TCH of 50 feet, for the purposes of calculation. Height of the most restrictive OCS over the ridge is as follows: Z = (D- 200 + d)/S Z= Height of OCS S ="W" surface slope d = d from paragraph 3.2.1 for GPI < 954' , 0 for GPI 954' or greater Where D = the distance in feet from RWT In our case, d=0, so Z=7500-200/27 Z= 270 feet, way lower than the ridge on centerline. The "cut" is only ~160' at it's highest. In order to clear the ridge on centerline with the OCS, you'd need a 6.3°(!) glideslope, which would put you at 821'(!!) over the ridge. At that point, you'd be better off ditching the vertical profile and just going with a non-precision MDA with a VDP over the ridge. Non-precision approaches are controlling obstacle+250', which in this case would be lower at 700'.
  12. I discovered that John O'Duffy's approaches from several years ago are still in the library and still work...a bit of an unstable approach, but it worked. FRAPS isn't recording my AA as well...should probably just have used ShadowPlay. https://youtu.be/v1aQ6haNX5s
  13. IIRC, CI = Fuel related costs (price of fuel) / Time related costs (Time of Flight) Also, I'm reasonably certain that this list is severely out of date. Most of these CIs predate the massive hike in fuel prices that occurred ~2008, since they all seem rather high. Southwest started using 20 for all aircraft back in 2008 (?), UAL switched 0 on the 757s at about the same time, and COA was using 7 on it's 737s.
  14. This is the list as far as I can remember. I did most of my air traveling back when I thought all airliners were the same. "Been On" means I've been in the cockpit, not just strolled through the cabin. Flown:Cessna 152Cessna 172Flight Design CT Mooney M20A Homebuilt Experimental STOL aircraft (No idea on the official type designation)Flown On:A320A340-300737-300737-700757-200CRJ-200CRJ-900DC-9DH8CSaab 340Been on:Hawker 800XPGulfstream IV SPFalcon 2000
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