KristianN

Nils, you are right. We had to stop the pushback because the wheels on the truck where just spinning on ice. Taxi ways and runways were very good. Now guys, remember that you do not rotate before Vr - and remember the EFB takes weight, thrust rating etc into account.

It's very slippery in Stockholm these days.

Manual mode comes in handy i.e. when we fly into BKK in the rain season. Sometimes you want to be in full control when you are looking for cells.

What gave me away? :rolleyes:

Dave, I like your last post. Respect. ------------------------------------------------------------------------------- No matter how experienced/inexperienced the people around you may be - you always have to be humble. That's the most important thing in aviation and it will get you very far. I love your inputs, Kyle. I have learned a lot from them - maybe not about the aircrafts I'm flying but surely a lot of other things. And I'm rated and current on 737, 777 and 787. Currently flying the 787. Keep it up.

It seems that people don't really understand the complexity of the EFB on the 777(/787). You got tons of information in the EFB. It is a very neat tool to use IRL (I absolutely LOVE it) but I understand why it has not been included so far. If you want a chart viewer - go take a look at Navigraph. IMO the chart feature is the least important part of the EFB.

There are lots of different procedures out there. In my company we give priority to the incapacitation check. We call "80kts" - "check" - "HOLD". (As per Boeing procedures (787)).

I am on the 787 now and the PMDG777 helped me a lot as well. ECL, EEC and hydraulics helped me the most. They did a very good job. Good luck with your rating :-)

It varies from company to company. We set up everything first and then we ask for clearence. After the clearence has been read back correctly we verify the CDU entries.

Merry Christmas :-)

www.jetmax.ca - 777 components due Q1 2014. Check the news section.

I am only using the 777 in fs. Short/medium haul gets boring in fs when you do it for a living. PFPX for dispatching. Most of the times I get the routes directly from the company.

Will be flying nothing but Thai Airways ;-)

This is a job for TOPCAT.

PFPX is also supported by Navigraph from the 1309 cycle.

Yes.

A reasonable (and doable) price for a high quality product. I'm very impressed!

Check your FSX settings. There are 2 options. To display true airspeed and to display indicated airspeed. Make sure it's set to display indicated airspeed.

Excellent, thanks Andrea!

I haven't tested this in the NGX but if it's not working correctly, I agree it should be fixed with SP2. :-)

I don't know about FSX but in the real world you will certainly experience dutch roll on larger aircrafts. And just to be clear, Matt C is aboslutely right. You should never feel the need to touch the rudder except for landing and takeoff. In rare cases you MIGHT need it for unusual attitudes (and non normal flight operations of course).

I got this confirmed now. If you do not use the FLAP INHIBIT switch during a F15 landing you WILL get the aural warning.

We use the rudder on TO but as soon as the main gear lifts off I let go of the pressure and just rest my feet on the pedals. The only inflight situation I would use the rudder would be in case of engine failure. And the of course during the landing. You can either decrab on flare og land with the crab angle and then get on track after touchdown. In both cases you use the rudder. In all other situations (during normal flight) the yaw damper is doing the job.

I was not able to find anything on this either. And we always use the switch as well so I never tried landing with F15 without using the flap inhibit switch.

Hi Rob, Ryanair does not currently have a base in NCL. Most of our days consist of 2 or 4 sectors. Sometimes you might see a 6 sector day but it's only between a very few places. Here's a typical 4 sector day for a crew in Dublin (operating to NCL). DUB-EDI EDI-DUB DUB-NCL NCL-DUB Take care.