theace6

I believe you can if you have a USB headset. I use a XBOX360 controller with a headset plugged into it with the ATC coming thru the headset and aircraft noise coming thru speakers. In FSX go to Settings>sound then go to the area that says Windows sound devices, under sounds scroll to the name of your speakers, and under voice scroll to the name of your USB headset, and that should work(atleast that's how it does for me).Kevin W.

The US military does use some of the old F4's as UAV's for aerial target practice to test air-to-air and surface-to-air missles.Kevin.

Hey Rick, In the MD-11 copying your active flightplan to the secondary flight plan screen does exactly that, it will only just make another copy of it. The way to save the flight plan is, after you create it click the REF button located just to the right of the SEC F-PLN button on the FMS, and on the bottom right of the menu you will see menu item that says SAVE F-PLN click the associated button and it should save your active F-PLN. After your F-PLN is saved all you have to do to use it for future flights is just type the DEP/ARR airports into the FROM/TO section of the INIT menu in the FMS and it will load any flight plans that you have made between those to airports.Hope this helps,Kevin W.

A few short hall flights I do that I got from flightaware for the MD-11 are.UPS961-KOAK-KONTWOA8505-KBWI-KNKTKLM763-TNCM-TNCBKevin.

Your computer may be overheating. This has happened to me a few times while using high detailed addons, the computer will start to overheat and shutdown to protect it's components from being ruined. One way to tell that this is about to happen if you touch that little transformer box that is on the power cord (I don't know what it is called) you can almost burn yourself. This is just what I believe to be the problem from my experience with the same situation.hope this helps,Kevin W.

I have never flown on VATSIM I was thinking about it but just too much stuff to download before you can start. But if you have FSX you can look into Bostonvirtualatc.com, I've been flying with them for about 3yrs and it's a great server. It's fun, the people are nice and it's about as close to real flying as you can get. We are always looking for simmers dedicated to maintaining realism, and a love for flying or ATC to join the community. Kevin W.

If it's not for airliners then why does american airlines equip everyone of there 737's with a HUD? The reasons are it's cheaper to maintain a HUD system then full navigation equipment to allow for autoland, and it allows better situational awareness by being able to have the eyes focused outside instead of in the cockpit during T/O and landing.Kevin W.

I guess this proves any formula is a good formula if it provides for a safe landing, and keeps you within limits of min: VREF+5 - max: VREF+20. And from what I've learned you can never be wrong if you just follow what the books say.Kevin W

I got my formula directly from an American Airlines MD-11 FCOM. Kevin W

The formula for VAPP is.VREF+1/2 Wind+(Gust-Wind).So with speeds of VREF=155 Wind:100/16G25KT it would be.VAPP=155+8+(25-16)VAPP=155+8+9So VAPP=172 in that scenario.Hope this helps.Kevin W Forgot to add Minnimum VAPP= VREF+5

It is possible that V1 and VR were the same speed. As per my 737-800 FCOM there are many times in the T/O Performance section that V1 and VR are the same speed, but these tables don't take runway length into consideration, but as stated by another user the airport has a long runway which would allow for a higher V1. Another thing to think about is a possible early rotation.Kevin W.

The procedure for high oil temp in the 737-800 is:If temperature is at or above the redline: Accomplish the ENG FAIL/Shutdown procedure.If temperature is in the amber band: Autothrottle: disengageThrottle No._ : Retard, Retard until engine oil temperature is within normal operating range or throttle is closed.If temperature is in the amber band for more than 45mins: Accomplish the ENG FAIL/Shutdown procedure.This procedure was taken from a 737 QRH and I have only written it here for use in FlightSimulator, and should not be tried in real world flight.Hope this helps.Kevin W.

Sorry Chris, it's not a file it's an actual set of books that I have.Kevin W.

I miss worded the phrase it's a real procedure from a 737-800 FCOM that I put up for sim use only and should not be tried in real life flight. But it won't let me edit it.Kevin W.

The procedure for ENG FAIL both engines in the 737-800 is.Start switches: FLTStart Levers: CUTOFFwith EGT decreasing Start Levers: IDLE DETENTIf EGT reaches 950C repeat above stepsAPU (if available) START and ON BUSdo not wait for successful engine start prior to starting apu, apu may be placed on either or both bussesIf neither restart is successful and N2 is below 11%Wing ANTI-ICE: OFFPACKS: OFFAPU BLEED: ONIGN SELECT SWITCH: BOTHEITHER ENG START SWITCH: GRDWhen engine parameters have stabilized:APU BLEED: OFFSTART SWITCH: FLTTHROTTLE: ADVANCEGEN: ONPACK: AUTOAccomplish the inflight Engine Start Procedure to start other engine.This procedure is for training purposes only and should not be used in real world flight. Hope this helps.Kevin W.

AAL company policy for the use of center fuel tank pumps is as follows. Before engine start, and takeoff both pumps should be OFF if less than 5000lbs is in the tank. Both pumps should be positioned ON above 10,000ft and after pitch reduction. Once tank reaches 2000lbs place one pump switch to OFF and open crossfeed. When MASTER CAUTION and FUEL ANNUNCIATOR lights illuminate turn off the remaining pump and close crossfeed.P.S. Wing tank pumps always on during these procedures.Kevin W.

I have the numbers which can range from 2.1-8.5, all depending on the THRUST, CG, WEIGHT, and FLAPS. But as said in earlier posts usually in the range of 5-5.5.Kevin W.

I go on flightaware and take a route from a real flight and copy and paste it into simroutes, and build it that way.Kevin W

You wouldn't be able to land at that weight you're way to heavy. I dont know how you can even get that weight seeing as how the load manager for the MD11F will only allow you to set a load to the MTOW of 630,500 lbs. I know the passenger version has a MLW around 440,000 lbs. So at that weight you would be coming in around 190,000lbs overweight.Kevin W.

Well I read that the Boeing C-17 can do it for certain combat situations, and the concorde was also able to do it.Kevin W.

I took this directly from the AAL AOM. AIR 3. The air conditioning system uses engine compressor bleed air from the main engines during flight and the engines, apu, or ground source during ground ops. The air is routed through a combination pressure regulator and shutoff valve that limits the supply pressure of air. After leaving the regulator the air passes thru a flow control valve. This valve limits the amount of air drawn from the air manifold by each of the three packs. If one pack fails to operate, the other packs will attempt to make up the difference in flow. After leaving the flow control valve, the air enters the pack compressor where it is compressed to a higher temp and pressure. The air then enters the pack heat exchanger. Low temp control is provided by ambient ram air. Ram air inlet and exit doors open and close to optimize cooling and minimizing drag in flight. Operation on the ground requires a fan to force air through the heat exchanger. This fan is powered by pack turbine wheel energy. A fan bypass check valve operates in parallel to the fan and will open to allow more air thru the heat exchanger in flight. The air within the pack is then divided. A portion flows thru the turbine blades and the rest bypasses the turbine depending on temp demand. The amount of air that bypasses the turbine is controlled by the turbine bypass valve. This valve modulates to control the temp of the air out of the pack. The air leaving the pack turbines can reach temps below dewpoint, causing ice to form in the pack. For this reason and anti ice valve and turbine outlet sensor are installed. The sensor will sense flow temp out of the turbine. The anti-ice valve opens to allow hot air from upstream of the compressor to mix with the cooled air to prevent formation of ice. The air then flows through a water seperator to remove any water vapor. The water seperator consists of a coalescer bag that extracts the water as air is forced thru it. The water is collected and sprayed into the face of the heat exchanger resulting in energy gain due to latent heat evaporation. The conditioned air then passes thru a check valve and into the conditioned air manifold. The air is then ducted into the cockpit and cabin compartments.Hope this helpskevin W.

It uses heat exchangers.Kevin W.

Ignition Override switch is turned on to give power to both ignition systems simultaneously along with the engine start switches to allow starter assissted in-flight starts in case of an engine failure. You would also turn on the ignition override when entering areas of severe turbulence, heavy rain, or hail.Kevin W.

You would do everything the same as you normally would do except you would let the engines idle a bit longer than usual to allow the oil to heat up. Until the oil pressure is back to normal.Kevin W.

That seems weird because I also use REX2.0 with real world weather and have never had a fuel freezing problem. Are you sure it's not possibly happening because of engine icing, but I have also never seen temps as low as -75C. Kevin W.