Hillblom86

Hi, Don't know if it's any help but the equipment code for a SAS B736 B736/M-DGIJLOPRVWXYZ/SD In field 18: COM/E3J1LB1 NAV/B1D1S2 DAT/V RMK/PDC ACARS RNAV5 RNAV1 RNP APRCH BARO VNAV. I've omitted things not relevant for equipment. I can totally understand your confusion regarding the ICAO2012 FPL-format. It's crazy much included. Most of it jibberish if you don't know what it all means, myself included.

This 773-model I used standard copy paper, 80 gsm (grams per square meter). Currently I use 120 gsm, equivalent to 81-82 lb. A lot sturdier but still flexible paper. I would recommend 110-130 gsm

Difficult to say. If you put some effort in to it you could finish it in 2-3 weeks. I've started on the Virgin A346 now. After a week I'm now starting to build the wings and engines. I work approximatly 2 hours, 4 times a week on it. Perfect for a rainy day, a long haul flight or when bored at work That's where patience comes into play.

Hi! If you're like me,eagerly waiting for the PMDG 777 I have a suggestion for you on how to kill some time: Create your own 777! It's pretty impressive with its size, about 45 cm wingspan. All you need is scissors, glue and a color printer. Oh, you need patience as well ^_^ Find the instructions and the sheets to print at Canon Papercraft http://cp.c-ij.com/en/contents/1006/ Good luck! Regards Stefan Hillblom

As mentioned previously TCAS works by calculating if any transponder-equipped aircraft will come "to close" to the protected volume of airspace around your aircraft. If it predicts an aircraft will do so it calculates in how long time the collision may/will occur. Around 30 to 60 seconds before possible impact you get a TA. Less then 30 seconds you get a RA. I'm not hundred percent sure about the time intervals but something around those numbers. This is why you can be really close without getting a TA or RA if your flying at about the same direction and speed as another aircraft, even though the ATC separation has been busted already. The time before possible collision is over a minute. On the other side you could get a TA or even a RA but ATC separation exists all the time. Imaging you are flying leveled flight at 10' 000 feet. And a "rocket climber" gets cleared to 9' 000 feet right below you. TCAS detects the rocket climber closing fast and calculates the time for collision to be less than satisfactory and issues a TA, it may be followed by a RA if he climbs real fast. I heard that a fighter pilot did just this when he got cleared to a level just below a commercial jet. For fun he squeezed everything he got out of the fighter jet and shot up to his assigned level. The pilots in the jet got a RA-climb and responded accordingly. They were not so happy about that and made that clear to the fighter pilot. ^_^

Low Visibility Procedures

Hi. Where I work we have one RWY but with a CAT II category ILS installed from one direction. It's a regoional airport so we don't have that much traffic. If we are going to put LVP in force (no fancy ground radar, procedure separation on the ground i.e. one movement on the ground at a time) we need to make certain preparations before activating LVP. Such as road blocks on access roads for vehicles, confirming ILS sensitive area is free of any obstacles and deemed OK for CAT II and also running our backup generators in active mode instead of the normal stand-by mode and some more items. All preparations take 30 minutes. There after we can use CAT II. However if we don't clear an aircraft for CAT II-approach they will have the normal minima for CAT I. But pilots usually request CAT II right after we give them the MET REPORT, given they are capable. Oh, we don't have ATIS either. :smile: It also feels a bit awkward during real bad weather when you don't see ######, barely the ground from the tower. Seeing the echo on the radar gets closer and closer to the runway and then disappears. 10 seconds later you hear them kick in the reverse. Those 10 seconds can be looong. :smile: On the other hand pilots can request to do an CAT II-approach for practice even though the weather is good. If so we need to make sure the ILS-sensitive area is clear as well as running the backup generators. It's an impressive sight to see a go around at 100 ft. For LVP our requirements are to prepare for LVP when RVR is 750 meters or cloud base/vertical visibility is 300ft. And LVP must be in force at RVR 550 meters or cloud base/vertical visibility 200ft. A funny thing is that I've had an aircraft (B200) do a visual approach when LVP was in force and I couldn't see out of my windows because of the fog. Now how could he do that? :wink:

I really hope they make an extra PBD-option,Pause Before Detonation. Can come in handy if you intend to get some sleep before throwing. :) The normal PBD, Place-Bearing-Distance I assume is included.

Ahh okay. Must try out that field. :) guess your correct with the last minute change to pax/cargo/fuel. And also you see on the bottom of the table what the difference in wind do to your MTOW for the reduced thrust. So you can quickly add or subtract weight to get a new reduced thrust temperature. That is my guess anyhow.

Hi! Regarding question number two I think the difference is that the D-TO field has calculated on the weights you enterd (151181) and thus gives ju speeds 142-142-142. The reduced table is giving you the speeds for the MTOW for that reduced thrust. In the table for 34 degrees the MTOW is 152042 and that's why the speeds is a bit different. A question though, why are you taking of with flaps 25?

Hi. Where I work we give the RNAV STAR very early. Often 10-15 after departure so the pilots can plan their descent early on. When they finally get handed over to me in the tower I usually clear them for approach via the STAR on first contact. A few things to add is that many times we don't have that much traffic in our TMA that we need to alter their flight path and our RNAV STAR's lead them all the way to the FAF (Final approach fix) for the active runway. Saying ATC affects EVERY flight is not true. All depends on the traffic load. So I agree with Peter. If you tell the plane all it needs to know (Rwy, STAR, weather) you should establish on final with correct speed with only idle thrust throughout the descent. As long as ATC don't put in any restrictions as mentioned earlier.

Hi.I've just become an iPad-owner and if it's possible a middle option between no EFB at all or installed in the virtual cockpit, could be to have it on the iPad (for those who own one). Either as an app connected to FSX or as a 2D-display that you can slide over to the iPad as some people do today with the FMC.I greatly appreciate the clarity of the new iPad and it's really great for charts and it would be easier to glance on the iPad rather than having to zoom in on the EFB to read the chart during flight/taxi.Regardless of the future for the EFB I'm really looking forward for the 777.Best regardsStefan Hillblom

Hi!The reason for the weird names are very logical. "DF" is from the last two letters in the airports ICAO-code. The three digit number shows what quadrant it lies in. With the Aerodromes reference point (ARP) as origo.In Sweden the digits goes from 400 to 999. 0-89 degrees - 400-549 90-179 degrees - 550-699 180-269 degrees - 700-849 270-359 degrees - 850-999And as Eric pointed out there is no reason to make a custom waypoint based on a RNAV-waypoint since these points are already placed as optimum as possible with regards to environment, noise and traffic pattern when creating a STAR or SID.Where I work we actually often clear arriving aircraft's directly to one of these points to set them up more easily for a visual approach instead of giving them the STAR or direct the VOR at the airport. Of course if weather and traffic permits.It's all about cutting corners. I wan't the aircraft's in my airspace for the shortest time possible. :(

When I flew jumpseat Åre-Östersund to Stockholm-Arlanda in september last year the CI was 6. I don't remember if it was a B736 or B738. So I bet 6-7 is what they use today.

In Sweden a clearance is not valid unless the pilot do a full readback.The things that requires read-back (at least in Sweden):QNHTransition levelRoute (for example SID/STAR)Alltitude-, speed-, heading instructionsTake-off/landing-clearanceRwy in useAnything involving the rwy (cross, hold, line up, back-track and so on...)Transponder codeThe freq when requested to switch freq