ykikamoocow

Here are some threads about this problem http://forum.avsim.net/topic/425052-pmdg-777-displays-issue/ http://forum.avsim.net/topic/427804-displays-go-crazy-after-going-to-exterior-view/ Jon

I had what sounds like the same problem, always a few minutes after takeoff, the standby attitude indicator was unaffected though. For me it was due to inadvertently being in a power saver mode on my laptop. Once I set it back up for max performance, the problem disappeared. Jon

Hi, I've had this happen several times. For me it was due to inadvertently using a power saving mode on my laptop, when I let everything run at 100% the problem disappeared. Note how the standby AI is fine, so you can still get it down with everything else toppling. It's actually a great bug, a bit of a challenge in bad weather. Jon

Here's a well argued opinion on why Qantas were right not to order 777s http://www.flightglo...for-qantas.html (see Airbusman's post below for quote) Jon Smith

Actually you don't need high grades the requirements for the Qantas cadetship were (it is currently suspended):A pass in Year 12 English, OR a pass in a suitable humanities/social science type subject at Degree level; and A pass in a suitable Year 12 Mathematics subject, OR a pass in a suitable Degree level Mathematics subject; ORA fully completed Bachelor Degree in any discipline; Be currently completing the relevant Year 12 subjects or other education criteria. They take over 90% of those who make it into the program- just like the vast majority of direct entry new hires get through their probation period. Results in psychometric and aptitude testing and interviews is what determines selection not iq intelligence or academic results. Leadership qualities, ability to work in a team, persistence/determination in pursuing a flying career and ability to easily get on with people are qualities they look for. I think it is much the same for airline cadetships around the world. Last I heard was 2-3% of applicants were successful. Jon

Jon

good question, it does say on the link I provided that each intersection should include it's relationship to neighboring navaids radial/dme or bearing on LE charts, (Al's chart above is I assume not a LE chart). So I assume it is not just enroute navaids in VOR-VOR legs but is also referring to offroute navaids that define intersectionsJon

http://www.langleyflyingschool.com/Pages/I...Navigation.htmlMOCA and MEAMOCA (Minimum Obstruction Clearance Altitudes) is marked with an asterisk, MEA (Minimum En Route Altitudes) lacks an asterisk.see link for more Jon

Etienne it is airline specific, for example the Qantas 744 SOP was a flap 20 takeoff with an acceleration height of 1500ft and I thinka flap 5 thrust reduction (this is what it was 10 years ago- may have changed since) cheersJon

you're right, I actually meant to say engine icing, TAT is still generally the yardstick however I was reading a pprune thread which mentions that the 737-200-400 FCOM states that engine anti-ice at cruise is not required with SAT below -40C, so it appears SAT is used as a marker in climb/cruise at least with that particular type. [edit: it turns out SAT<-40C is also used in the A320 and A330 manuals]eg. for a330:'Nacelle Anti-Ice must be ON during all ground/flight ops when icing conditions exist or are anticipated (OAT/TAT is +10

Just noticed looking at your pic, you have your engine,airframe and windshield anti-ice all on, none are required as you are not in icing conditions. It is virtually impossible to have airframe icing below -40C SAT (static air temp). You realize fuel freezing conditions and airframe icing conditions are completely different and that use of engine inlet and airframe anti-ice has no effect on fuel temperature? [Just realized you probably left them on from your climb through icing conditions, but worth pointing out anyway for people new to this]cheersJon

http://forums1.avsim.net/index.php?showtopic=236112cheersJon

Though we do have insight now into the fact that 'ephemeral' has a brown nose....and strong meaningless opinionsJon

I would also be interested to hear whether there will be any possibility for a fs9 downgrade dealfor fsx users with performance problems.I've seen this question asked several times now, it would be nice to have an answercheersJon

Jon

fromhttp://www.boeing.com/commercial/aeromagaz...ar_story.html#3"When fuel temperature decreases to 3

Bryan I think you have confused the low speed protection (which doesn't automatically extend the slats) with the stall warning/stick shaker activation (which does). (Edit to add) I think what has happened here is that the slats have not been retracted after takeoff and the aircraft has got to 27000ft at which point the minimum and maximum speed for the slats extended condition have converged - triggering the speed protection. Jon

Cliff in the left corner of the PFD you will notice the slats are still extended, retract them and everything will be fine, you are getting a low speed warning because of the speed protection from having them extendedCheersJon

The external air is still connectedwhich is why you are managing a #2 start.Turn it off through the fmc and you willnotice the change in the air schematic.CheersJon

excellent thanksJon

Hi Pete,Also any change of an Aer Lingus livery, they leased md11sfor a short whilehttp://www.airliners.net/photo/Aer-Lingus-...D-11/0321311/M/cheersJon