FirstOfficera320

Today I'm attempting the impossible flight of doing a low pass at all 3 of New Yorks busiest airports! - Enjoy leave a comment or like on the video if you want to see more https://youtu.be/lS7AvS6yMAs

Hello, I've run into a small problem that's a little annoying. I left my computer in my parents basements as I've been in the US for 7 months. Pretty constant atmosphere. Coming home I obviously expected it to work as I left it, but that didn't happen. I got no post. Only a Q LED for CPU. Tried reseating it. No bend pins. I've checked some of the PSU 12V with a multimeter. Here are the specs: i5 4670k (was overclocked at 4400mhz) Maximus VI Formula G Skill F3-2133C9D-16GTX Asus GTX 770 Corsair H100i Cosair HX750 PSU Evo 750 SSD There is no visible damage. I have a sixth sense that the CMOS battery may be dead. Can anyone offer any suggestions? Kind Regards, Martin

Inigo, I suggest you head over here and get the free 7 day demo they have. Check it out, and adjust the settings for smooth operation. Rgds,

Hi Inigo, In the standart atmosphere (ISA) the temperature is at sea-level 15C, and it drops by 2C per 1000feet. An easy way to get you ISA temperature is to take 15 - (FL x2); in our case it would be 15 - (16x2) = -17 C A small note to add is that the temperature becomes constant above the Tropopause, which in ISA conditions happens around 36080 feet and -56.5 C. The Tropopause is depicted on the high altitude weather chart in a box with a flight level inside. Because of the way the earth is heated it will be higher near equator and fall, in steps, towards the poles. I would recommend getting ASN for weather program for FSX. Let me know if you have any further questions.

Hi Inigo, First of all good question that covers some of the basics of IFR flight planning. *IF* you're operating under FAA rules you will need the following fuel requirements. These are a somewhat different if you operate under EASA, or other state rules. So lets take a look at the 14 CFR 91.167 which states that at take-off, you must have enough fuel to complete the flight to the first airport of intended landing; fly from that to an alternate and after that continue for an additional 45min at normal cruise speed. So reaching our destination we must have fuel in our tanks to proceed to our destination, and after that fly for 45 minutes. So what Dan wrote here is not entirely true: "You added 45 min reserve and due to weather had to use 16 min of it... that's what the reserve is for; well, that any other unknown that happens." - The unknown could be that you had to hold over your alternate, or over your destination if you hadn't selected a alternate, but in this case there are weather requirements, BUT you must never use you reserves doing the leg from departure to destination. If there is adverse weather enroute I suggest you add even more fuel. Try add 15-30 min of extra flight time. So to keep it simple: take your total flight distance divide by average ground speed. This gives you flight time in hours. From this you can work out your fuel requirements. Many third party weather programs can give you an average ground speed if you put in cruise altitude and true airspeed. If you want to go advanced you can always resort to looking into the performance tables in the FCOM. Hope this helps.

first (:

Hei Morten, This is not a Vector-line, but more a huge area that has gone magenta. It's been like this for the last 3 hours. Now approaching 72S130W If you leave SCCI heading for NZAA you'll see it about 90W

That's interesting. I am now 2 hours further into the flight and the magenta "field" stopped at about 115w. The furthest south I am going is 72S rgds,

Hi all, After a feast of uneventfull flights, I decided to turn south in a mega ETOPS flight. Yesterday I started in Copenhagen heading for Rio de Janeiro. The Boeing 777 is a real work horse. I am now heading from SBGL to YSSY. A 9000nm flight. A true test of range and ETOPS. Here we are, a little over 6 hours into the flight and a mystical magenta path in on the TERR display. This is very near to the Date line. Has anyone else noticed this problem. ...And in 12 hours time I shall fly straight back to Copenhagen from Sydney, thus circumventing the globe with only 2 fuel stops

Hi all, After a feast of uneventfull flights, I decided to turn south in a mega ETOPS flight. Yesterday I started in Copenhagen heading for Rio de Janeiro. The Boeing 777 is a real work horse. I am now heading from SBGL to YSSY. A 9000nm flight. A true test of range and ETOPS. Here we are, a little over 6 hours into the flight and a mystical magenta path in on the TERR display. This is very near to the Date line. Has anyone else noticed this problem. ...And in 12 hours time I shall fly straight back to Copenhagen from Sydney, thus circumventing the globe with only 2 fuel stops

Hi, This is what we use on the Airbus A320. at the first waypoint in cruise, insert wind DIR/VEL, and temperature at the initial CRZ FL. at next waypoint where wind differs by 30° or 30 kts and temperature by 5°. This can be entered on the ground or in cruise (to keep you busy). Also before the flight check the DTG with the CFP. Have a nice flight

That's how we drive here in Denmark....you know the car is moving, or about to, when it's lights are on. So running lights on at all times. Italy is worse...you do not have to have lights on doing the day time, except if you are in a tunnel. So you do mountinous driving with on hand on the light switch... To the OP. Just select the Beacon on prior to pushback.

Hi Guys, I can tell you that Check Flights and Acceptance flights are very different. Some maneuvers are the same. However the Acceptance flight is much much thorough. While the UK CAA may be 30 pages, the Acceptance manual for the A320 is +300. Just a note rgds,

It certainly isn't correct to not have the Ilde speed not roll back. It was only the first 10000feet or so that I did at -3000fpm. At that point I was back on my pencil "vnav" path. Thus keeping the vertical speed at ground speed times 5. In other words a 3 degree decend. The airspeed was around 315kts at it's highest getting back to 283kts. From FL100 at 240kts I was doing a resonable 1200fpm, which I find realistic. Engines at idle from TOD to 1800 AGL. May the force be with you

Hi Richard, I just did a test flight from LAX to SFO using the 738WL, the most slippery of them all. I flew 20nm past the T/D at FL390. 115 track miles I started the decend. No speed brakes and I used V/S -3000fpm. No trouble all the way down, although I remained from 1500 to 2500 feet above the VNAV profile. Despite this I was still stable at 1800AGL on the ILS. I find VNAV leaves me conservativly low. Still, with proper energy management (Kinetic (speed), Potential (Altitude) and Chemical (fuel)) it's not that hard to manage. Just stay ahead of the aircraft and meet the gates. Plan to be at FL100 and 250kts at 40 track miles to the runway. 15 Track miles should be 3000 agl. and slowing towards Vapp.