skyhawker22

There is plenty and to find them I recommend the use of this tool. http://arm.64hosts.com/ You can filter routes by aircraft type and for an particular airline if you wish. Out of Dubai, there is about 18 routes that around ~3 hours long. JAL and ANA operate several short routes. This is also true for ops out of Hong Kong and Bangkok.

Make sure you are inputting descent winds into the FMC, so it can adjust TOD for headwind/tailwind, also what makes a great difference is whether you have to have eng anti-ice on during the descent. Input those values and see how it works out. You will still need to use speedbrakes for fine tuning, unforecasted conditions, etc...

If only a market would behave like that. I have full confidence that PMDG will price their product correctly. Why worry about something you have no control over (well some may argue that you do)? Also remember that there has been ~30 posts in this topic, and you can probably cut nearly half due to several posts coming from the same people, so after that, you really realize that even if 15 people said "I like this price...", a successful company will not price their product on basis of 15 people, unless they only sold say 20 copies. Although PMDG values you as a customer, they are most likely concerned with the big picture audience (including the several people... that don't join the forums). On a side note: Its quite funny to watch you guys do some crazy math/logic to figure out the price and then break out into a fuel systems conversation, nothing against anyone, just humor.

I know I have tried the air windmilling start before and it did not work, I'm guessing its an FSX limitation, or bug in the plane.

Not at all....

I also experienced the PFD/EADI failure for the first time after about two hours into a 3 hour flight.

I thought that the props took to long too. I found out later that my prop lever wasn't full feathered, hold down CTRL+F2 when you feather to get full feather and it will stop in a realistic time.

Yea doesn't work for me either. I bought the plane after SP1.

I was stating that that the spin down time was too long but found that it was being caused by the props not getting into full feather because of an axis problem i guess. Even with the free-spining turbine it should only take a few seconds to come to a stop as it does with the carenado and in RL. Now of course it should take a little longer on the startup but its good enough.

Personally I truly enjoy this plane. I bought it after SP1 and I am happy with my purchase. It flies wonderfully and gets the job done. Yes it does have some quirks but I think that most will be happy with the product for now with SP1.

As I stated in the other post, didn't realize that we had to CTRL+F2 to get full feather, and when I do that it stops correctly.

I just figured this out, since to get full feather you need to do CTRL + F2. Make sure you do that when shutting down the engines and you will get the correct times.

Has anyone else found the time for the props to stop, pretty long? From my experience it should only take several seconds.

Has anyone else found the time for the props to stop, pretty long? From my experience it should only take several seconds.

Glad to see it all got cleared up.

To make it a simple as I can: The current rule of 1500 hours is in effect, already passed, signed. The ideal situtation and what I am gathering from your posts is that it should be "reversed", that won't happen. The current NPRM proposes that this rule would be transformed, 1000 hours and less hours for the other requirements. This would include some exceptions and additional training needed. I am stating that the 1500 rule is bad for everyone, and with that I am implying that the NPRM will lessen the effect of the 1500 hour rule. So again if we cant "reverse" the 1500 hour rule, which wont happen, the next best thing is the NPRM, it ultimately reduces the hours required. Think you might be confused between the difference of the NPRM and the written "current" rule. I agree that hours are not a direct sign of safety. You can very well have a multi-thousand hour pilot that doesn't take what he does seriously. If we have to have rule, I hope its the NPRM not the current rule. Now with aviation university, you take classes that help better round you as a pilot at least in terms of knowledge that you don't get from your local 61 school. Long range nav, aircraft systems, gas turbine classes, the lists goes on. Now I am sure your getting the sense that I attend a aviation school and in fact your are correct. Although I am doing a business major while adding on flight courses to my semester, and no I do not go to ERAU. The industry speaks for themselves about ERAU pilots, they get preached every day they go to the "harvard of the skies" especially when you go on a campus tour. So of course they are going to have egos its nature. I am not bias towards any university or part 141 vs 61. You will end up in the same place in the long run, but if it comforts you to have flying involved in your daily schedule as a college student versus having to schedules flight around school schedules then part 141 is better. Also I did get my private outside of 141 and thoroughly enjoyed that experience and I learned how the real world does it versus some of the bubbles of protection you see at universities. Its just how things are.

Do a little research before just saying stupid stupid stupid, might make you sound a little more respectable. There is a current NPRM out there that will hopefully and probably WILL get made into a final rule. The current 1500 rule actually has more of an effect to other areas, such as the economy, then just pilots needing 1500 hours. Here is the link to the NPRM: http://www.faa.gov/r...20-AJ67NPRM.pdf The current rule of 1500 hours really does affect the economy when you take a glance at the studies done by several major aviation Universities. In plain terms, regional airlines will have to park planes because there will be a shortage of pilots also because of the mass retiring at the majors. About 22000 pilots are at the majors right now with about 17000 at the regionals. Even if all the pilots get pushed through, you are still missing 5000 pilots and that not number doesn't include growth or captains that are established at the regionals that have no desire to leave them. There also won't be enough pilots that would be able to meet the 1500 hour requirement to get hired by a regional. The other problem is that to get an ATP its not just 1500 TT you have to have to your name. It is all the other requirements such as cross country time (500 hours). With the NPRM it reduces that time to 325 hours, but that still is a lot when compared to 1000 TT. An internal study at the University of North Dakota shows that it would take about 1300 hours to accumulate 325 hours of cross country time. When your an instructor most of your flights are not cross country time. Several ideas out in the industry are to lower that time even more or adjust what fits the requirements of a cross country like ICAO of just from one airport to another airport. There are several ideas out there and this is just one of them, this will certainly help everyone if this NPRM is made a final rule.

Did some further reading into FCOM and it does indicate to enter TOC ISA DEV for that entry, I stand corrected. Also the wind entry next to it, it is for TOC wind, always thought it was route average.

Enter your ISA DEV for the entire route not TOC.

Standard atmospheric conditions:Altitude (Ft) Temp (Celsius) 30,000 -44.43 35,000 -55.95 40,000 -56.50Now if your cruising at FL350 and expected temp is showing -58c then you would have a -2c deviation from ISA. Great way to get your average temps along the route is from the Active Sky flight plan feature or various other weather reporting products. If you just adjust your cruise temp on the FMC Perf INIT page it will adjust your ISA DEV accordingly.

Hydraulic pump switches should all be on prior to pushback if the following criteria is met: - Ensure ground personnel are clear of tow bar or bypass pin is installed.Now if bypass pin is unavailable then system A pumps should be off prior to pushback, also this would procedure would be used if you will not be pushing back.

That happens to me if I select the airport first in the FSX Menu. I now just load the NGX first then airport to resolve that issue. This also happens with any aircraft not just the NGX.

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FCOM V1 L10.8The following will be in reference to CONTEngine ignition must be on for: •takeoff•landing•operation in heavy rain•anti-ice operation.

Any ideas?