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DaviiB

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  1. We're of course disregarding the possibility that the crewmember simply made a mistake, moving the switch by one position into AUTO, instead of all the way to ON. I've made mistakes like that myself on the flight deck with sticky switches and knobs that are a little hard to move.....or too loose. I've seen lights on airliners mistakenly left on or off in different phases of flight. We live in an imperfect world. As long as they don't forget the flaps and gear, I'm happy. There are warning systems for those though, so less likely to happen. DB
  2. This is accurate. When in AUTO mode, the strobes don't activate until the aircraft lifts off. The MD80 and DC9 had a similar setting. Also accurate about night ops. Sometimes, the strobe flash is visible from the cockpit and can affect night vision....or just be annoying, so it's switched off. DB
  3. Nothing wrong with being a seat of the pants simmer. This hobby accommodates all levels of interest and there is alot of fun to be had at every point. That's the beauty of it. As for being the "real deal", I've worked a couple places in the industry and even on the pointy end of a jet for a minute, but there are lots of folks around this forum much more deserving of that title than me. Cheers, DB
  4. No worries Bruce! The maximum fuel capacity of the 727 is just over 30,000lbs, so landing with 25-27,000lbs would be a bit ambitious, or at the very least, severely restrict your range haha. Perhaps he accidentally added a zero to the number? You want to be landing with enough fuel to make a missed approach (or two), fly to an alternate airport, hold for a while, and land, plus any additional buffer you deem necessary. Obviously the distance to your alternate airport and expected weather conditions will cause that number to change on every flight, but it will typically fall into a normal range (of a few thousand pounds). There should be a few written tutorials about. Learning to fly an airplane by the book (or close to it) can be very satisfying, especially when it comes together and things start to work out as planned. This is true in real life and the sim world btw. Hope that helps. DB
  5. I'll take a crack at this (don't have much time) Maximum landing weight for a Boeing 737-800 is in the 150,000lb range. Normal approach speeds (over the range of landing weights for the aircraft) would be in the 120 KIAS to 160 KIAS range (likely higher than 160 at the max landing weight). Normal fuel on board at landing should be around 4,000 to 6,000 lbs. (Depends on a variety of factors including distance to alternate, holding fuel etc). 20,000lbs is way too much for landing and will likely put you overweight. Flap 30 is the normal landing flap configuration. 40 is used in special circumstances (short runways etc.). You should be able to google a decent VREF / Performance chart for the 737-800. A proper one will give you far more than 2 choices for approach speed. Maybe try this one: https://mediawiki.ivao.aero/index.php?title=File:Vref_Table.png << It's in KG, but the numbers look reasonable (albeit simplified). Beyond that, there are many tutorials out there to show you how to fly the 737. Give them a shot. Hope this helps. DB
  6. Yupp. The size of the props doesn't help. The Piaggio flies around with the props at 2,000 RPM in all phases of flight (slightly lower for the Avanti II and Evo, I think) Contrast that to the Q400, which has its (comparatively massive) props at 850RPM in cruise, and can land at that RPM setting as well. Takeoff is at 1050 I think. Can't remember how it compares to something like a King Air..... which should be a bit less at cruise/approach (1700-1800?l DB
  7. It is because it's a pusher. The exhaust from the (quite common) PT6 engines blows through the props (take a look at the way the engines are mounted and where the exhaust stacks are placed). In addition to providing automatic prop de-icing, it produces a (square wave?) sound that, though not deafening, is extremely distinct and can be heard from a long way off. Anyone who works at or near an airport can usually tell if a Piaggio is coming or going long before they see it. On a side note. Piaggio has a bad rep for not great service in North America. Parts can be hard to find, and have long lead times from the manufacturer. This may be an issue for the operator mentioned in the article, unless they have a really solid plan for parts and maintenance. Cheers, DB
  8. Seconded. I have yet to find a more accurate/complete Proline21 simulation anywhere. They knocked that one out of the park, and given what they were working with from a development standpoint, it's even more impressive. DB
  9. @fs1 Can I say again how much I'm appreciating your work on this? For those of us who aren't ready to start over with FS2020, P3D is still very much alive and this tool makes it that much better. If there's anything I can help with, please let me know. I'm fascinated by these sorts of things (and have no idea how they work lol) Cheers, DB
  10. I don't fly the King Air, but I do fly a Proline 21 equipped aircraft in the real world. IMO, the avionics in the Milviz King Air are brilliantly implemented. The FMS 3000 is a very good re-creation of the real unit and there is a lot more functionality in there than I expected at this price point. While I don't have a Navigraph chart subscription, I believe charts can be displayed on the MFD, per the real aircraft. The menu system for the charts works just as it does in my aircraft (though I haven't actually displayed any in P3D). I've noticed one small bug in a very specific situation, but it does not affect the integrity of the flight (only a display bug). As for the VNAV, we only use it on descent IRL and so far, it's worked as intended, though I have yet to try it on a complex STAR with multiple stepdowns. FLC mode works beautifully on climb and switches from IAS to Mach automatically, per the VNAV climb profile in the FMS. More shakedowns are required, but for now I am content with my purchase. Cheers, DB
  11. How about an approximate landing roll distance by aircraft type/category? Turboprop: 2500-4000ft Regional Jet: 3500-5500ft Medium Jet: 4000-6000ft Large Jet: 5000-7000ft ....with a caveat that the landing roll distance can't be greater than runway remaining at touchdown, otherwise the aircraft should just roll to the end. That would allow for some variation. OR How about you select the taxiways where you want aircraft to exit, then modulate the braking to hit taxi speed just before it gets there. The Airbus A350 actually has a feature like this called Brake to Vacate (BTV), where you pick your exit and the aircraft will brake accordingly. This would really only work for runways with multiple exits/parallel taxiways. It won't solve the landing distance issue on runways where a backtrack is required. Perhaps a combination of the two? Cheers
  12. I'd be happy to assist any way I can as well. Let me know if there's anything you'd need. Cheers
  13. Worth a mention. Captain Sim stated the following on their forums yesterday: It was listed on this page on the 767 Base Pack announce day as NON-confirmed expansion which MAY BE included in the 767 product line. Not anymore. To prevent any further speculations on the subject, the Engines Expansion mention has been removed from that page. The Engines Expansion (which is never existed) is gone. It appears that they will not be charging for different engine types. Whether the base pack will include multiple engine options remains to be seen though. I'm willing to give CS a fair shot at this.....they appear to be listening (somewhat) to their customers, and the FS community at large. What exactly do we have to lose? Nobody else appeared willing to make a payware 767 for P3D. I'd rather have the option available. DB
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