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I thought the IRS communicate with GPS. If those two don't match it would get wrong. Or something in that alley..

Sure, I never touching any IRS when engine is running or during the movement. Just stationary with engines off. I did not now I have to enter new coordinates after the aircraft been moved. Thanks for all the good response capitanos. :) Very much appreciated.

Thanks for reply guys :) Ok, no need to align for just moving? Details: The aircraft was parked at cargo, I put on batteries and APU (no align process while moving). Started engine 1 and 3 just for taxi to terminal. Parking at the gate, engine shutoff but keep APU running. During this I never touch any of the 3 alignment buttons and FMC. The only units I not turn off is APU and battery. When starting alignment at the new location it should work, right? Sorry, wrong thread....

Hi. I did a quick search and couldn't find anything on this. My question is, Do I have to activate the IRS and wait for alignment when moving the aircraft from park to gate? I have experienced a few times that the alignment process never ends. One time I switched from freighter to passenger and just started the engine to move from cargo parking to the passenger terminal. I did not start the IRS for it, but later when ready to start up the alignment never settled. I waited for 25-30 mins before giving up. Thanks

I look forward to this aircraft. It look very similar to the aircraft that I jump from. http://skydivevoss.n...1272&mid=211272The skydive plane in the picture (the one in a vertical dive) is a Beech 99. Apart from the fuselage length they look very much alike.Anyone know what panel layout it's going to be? Glass or analogue? (I sure hope for both )No matter what, It's going to be very good I think.Have a nice evening guys.

Holy icecrack. The mixture is very close to cutoff at 18500'. I did get up there but it took some time though. 282 k below MTOW. MP is one line below green at 14.

I don't know if this has been covered but I tell it anyway. When climbing or decenting on AP, HDG or NAV, they turn off when activating Alt Hold. I assigned ALT HLD to a button on my throttle handle. All I do now is pressing that button and the AP will activate ALT HLD without turning off anyting else. That goes for the joystick button only, so if I press it in the VC, HDG or NAV will still turn off.Hope it helps for some of you.

That is what I am doing. I use the FF to set mixture right and I watch it all the time. It still slowly and difficult with a heavy plane though. Thanks for the help

19000' Wow.. ok, I have to try and see how it climbs. The weight I usually have is around 1800-2000 kilos. MTOW is 2100 k.

Ok, how heavy is your plane? You go on full throttle at 17000' in cruise? Is there a difference when OAT is warm? say 20-25c. Thanks for the reply

Hi. Just got my 337. A real joy to fly, Carenado is king of GA aircraft. I read the manual that service ceiling is 17000+ feet. I find it very hard just to get above 10000 feet 150-200 kilos below MTOW. I tried also in cold conditions but 17000 feet seems impossible. My first thought is that it don't have turbo and therefore it will be difficult. I don't want to alter the CFG because i think the AC is pretty close to real when speaking of power-to-weight calculations.

Please anyone??

This video is TOGW 270 ton (595000 lb) . And here is the lightweight TOGW 155 ton (342000 lb)

What dosent make sense?? All I know that this is happening for some reason. When the AC is heavy, the suspension leg is pressed down all the way and the nose wheel tires is digging into the ground when I brake. Not the whole tire but the lower part of it. When the AC is lightweight the suspension leg have a little of it outside so the suspension cylinder/strut itself is damping when I brake. Understand?? I can try to make a video of it. To see the movement in motion I think will tell more than 4 pictures...

Looks nice, but dont you have your own virtual airline livery?