jerry allen

Flaps: normally zero for takeoff and full for landing. A strong x-wind may require less on landing. Jerry

Actually, the DC3 was meant to be wheel landed only...on the main gear. Pulling the nose up to a 3 point blocks airflow over the tail. 500 fpm / about 90 kts. easy does it. :blink:

Nice shots. It was my primary trainer. Jer

OK, a double GEN failure...I agree. That is highly improbable. I assumed a single GEN failure. Thanks! jetjerry

Why would a GEN failure render the AP/Alt & VS inoperative? Wouldn't it be the inverter? And, doesn't it have a STBY inverter? jetjerry

Non jet. Even though it is a jet engine turning a prop they use non jet procedures.

I've updated my XP10 nav.data a couple of times using Robin Peel's info. I've had no problems with it. If this is what you are asking. It's free. I've also added about 20 DME stations to NDBs in Alaska where they were missing. Not a big deal either with XP. Look thru the manual if adding your own info is what you are asking. BTW> You may need to add any home made corrections after every XP update. The update will overwrite them. Keep your own copies. jetjerry

I don't believe it is supported for XPlane. At present it will not work.

If Branson Tower was open, then they were aware of the arriving traffic. KSGF would have given them the inbound notice and even told them the last position before losing them on radar. They would also have given that position to the pilots. The Tower does not have radar, but they should have been aware of what was going on and from where the aircraft was approaching. My guess is, they just landed at the rwy with the first set of lights they saw. Wrong! Since this rwy was 7 miles prior to reaching Branson, the Tower may not have had a visual with them yet and thus cleared them to land based on known traffic, not on seeing the aircraft. At a normal approach speed, Branson would not be expecting them to arrive until 3 minutes after they had already landed at the wrong airport. Automation makes for lazy flight crews. This, I believe, is one more example of that. Jerry

I think Branson tower was closed. It is not open at night. The radar site used for that area is KSGF and I would bet the radar coverage doesn't allow for following an airplane into the airport at approach altitudes. "Radar contact lost, report landing." The pilots screwed up. Lucky no one was hurt.

You're blaming automation? The pilots screwed up!

Where do I find the download link for 1.2? I did not get an email. Thank you, Jerry Disregard...I found it.

That's interesting. They replace the DC9 with the B717... a modernized DC9-30. I love it. jetjerry

The glide slope signal is arranged to define a glide path of approximately 3°. Some are noted as slightly more or less than 3. An easy ref to staying on the GS is to half your ground-speed (approx IAS). IF 120 kts then approx rate of descent should be 600fpm. KingG is correct. The average dist for the OM form the ILS antenna is 5nm, and the antenna is usually about 1000' down the landing rwy. jerry

WOW, this is fantastic. It will set a new baseline for XP...and all flightsims. Thanks guys! jetjerry

XP10

About 18,000 hours. I say about because I stopped logging time after 10,000. Just put the computer printouts in a box. US Army fixed wing (Caribou) in Viet Nam. Otter in Germany, and others elsewhere. Bush pilot Alaska. Airline pilot: piston; turboprop & jets. Aircraft owner and operator. I had a pilots lic before I could drive a car. Now retired.

Thanks for taking on the task Jess. It's needed.

Thank you Mr. Bergman. I did not know this. I was making ref to years of flying when I thought I remembered (perhaps incorrectly) that the DME usually became active prior to the VOR. Getting old. I remember flying round engine equipment. Thanks. Jerry

It bugs me that the VOR will become active prior to the DME coming in. It should be the other way around. The VOR is VHF and the DME is UHF. Maybe by the time XPX is 8 years old it will run better than FSX does at 8. I still enjoy XPX. Jerry

Yes! Frontier and Piedmont are my favorites. Nice shots.

It's a resort in the horseshoe of Orcas island. I've had lunch there. WONDERFUL! Jerry

Beautiful shots! Thanks for posting. Jerry

Great pictures. Thanks for posting.

Ok guys, slow down. I eluded to exceptions in the first statement. Most of us are really saying the same thing here. If the B747 is on the approved list then yes he can exceed the 250 kt rule...IF his wt/condition warrants it only. Many aircraft are on this list, and it is up to the pilot to know if he is flying one. And yes, it is not (at the moment) a rule that the pilot advise the controller if he exceeds this speed if authorized to do so, but that is being considered for revision as we type. If you exceed the speed it should be either authorized, or necessary. Necessity would require notification of ATC. Be advised that necessity is not a lazy pilot who doesn't want to pull the speedbrake handle because he already did something wrong. ATC, on it's own volition, can not bust this regulatory speed restriction. One of the problems is pilots busting the speed because they are in a 747 when they know their wt/conditions do not legally warrant the exception. The reason for the rule is flight safety. Not only for the aircraft in question, but all the other aircraft in the area...collision avoidance...be it other aircraft or birds etc. Not all aircraft are being controlled by ATC, and not all aircraft show up on radar. I had a radome break off in a hail storm years ago and had to exceed the speed and a simple call to ATC was all that was needed. ATC is there to work with you, but violate you they will if you bust regs without a good reason. Time to but this discussion to bed. Good night all.