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scottsware

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About scottsware

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    Scott Gustafson

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    Denver

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    Active RW GA and 787 pilot.

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  1. Can you give a STAR example that has a speed so I can take a look? IRL we never have to adjust the speed for STAR's so I'm interested to see how the QW compares. Thanks, Scott
  2. I have never seen the behavior you described, for what it's worth. My first thought is what kind of physical throttles do you have setup. I figure the issue is whatever you have set to that axis.
  3. In the US the 250 below 10 and 200kts below a Class B are hard restrictions. In general for the 200 below class B we just keep the flaps in as needed. SJC comes to mind as an airport with that issue. For the 250 below 10, we always ask if we need relief. if we can't get relief, we keep the flaps are the setting required to maintain 250 or less.
  4. If you would like a more realistic procedure, do not limit the speed to 250 below in the scenario above. Fly 267 knots and request “high speed” climb from ATC. This is standard and approved 99% of the time. To be clear, I don’t think you can ask P3D for “high speed” but you can simulate the call.
  5. Thanks, that makes perfect sense. I also could have RATS, I should have thought of that 🤪
  6. Here is a bit more detail on the use of the fix page and ETOPS. We load the entry and exit airports in the fix page then put a 453 ring around them. As an example on a KDEN to PHNL flight you might load KSFO and PHTO. The 453 ring is roughly 60 minutes away from the airport you load in the fix page. As you pass over KSFO headed West you want to know when you are in the ETOPS zone. You have make sure you have the latest weather forecast and that the weather is still legal. You may need to have tested some of the aircraft systems. An example might be the APU might need to be started to make sure it will run. This is rare for but sometimes required for maintenance reasons. In general, you have to make sure it’s still legal to proceed into the ETOPS area. I think, but not 100% sure the 737 has to start it’s APU prior to entering the ETOPS area. The 787 two electric generators per engine but the 737 only has one. I think they must run the APU so it’s generator is available during that period. The 453 ring on the other end, in this case the one around PHTO let’s you know when you leave ETOPS. In the 787 we don’t really care but I think in the 737, they would shut down the APU. From a pilot standpoint ETOPS is not a big deal, there is very little to do. All the hard work and record keeping is on the shoulders of maintenance and dispatch.
  7. This is what we do in real life. We monitor the alternates from this page. I fly the 787 and we insert the two closest ETOPS airport on that page. It doesn't look like you can manually set the airports on the the QW787, not sure about the PMDG 777 but the Alternates pages does correctly show the closest four airports. The only time we use the fix page for alternates is to mark the entry and exit points of the ETOPS area of operations.
  8. The amount of data we “hand jam” is way less now then it was. The main route, less SID's and STARS is uploaded as are the winds. The first few years of the 320 737-300/500 we had to even load that. Some of the things we load manually are preliminary data that is later pushed to us when finalized, at that point, we don’t type the data but rather accept or reject it. That is much safer as it reduces entry errors. It sure seems like there wouldn’t be all that much do to setup a flight but a quick search of Cold and Dark videos give a good overview of how much time it takes. Another factor for a plane like the 787 is currency. A 737/320 domestic pilot flys many legs and can whip through the setup. It’s not usual for a 787 to fly only 6 legs or less a month. Often the FO that is in the flying seat has been a “bunky”/relief pilot and hasn’t sat in the seat for weeks or even months. Often they have a cheat sheet to remind them what needs loading and in what order. That really slows them down.
  9. I think arrows display you spoke of in your first post would be an HSI. You would tune a VOR and could dial in a course and fly “the arrow”. You can’t do that in a 787. You “fly the magenta line”. To be more clear, you have to do at least a minimum bit of programming of the FMC to navigate. In the old days (737-200, 727) one could prepare the navigation for the flight by: 1) tune the VOR 2) set the VOR course 3) set the initial heading, most likely runway. 4) set initial altitude that took about 15 seconds, 25 if you were slow. Today, the FO (copilot) gets to the plane an hour early and starts typing for about 20 minutes if they are good. The company I fly for has deemed that initial setup the FO's job, I sit and watch in amazement and about the old days.
  10. Here is what I see. if V1 & VR are within 3 KTS ( V1 = 137, VR = 140) you will only see VR. If the split is at least 4 KTS 136/140 then you can see VR. I can't remember what the actual 787 looks like, I think when V1 & VR are that close ( which is often) it just a jammed up mess and the V1 & VR overlap.
  11. Just a thought off the top of my head. Reduce V1 by 10 knots, “hand jam” it in to use the proper slang. Does the V1 display now? That would point to a display issue if VR and V1 are too close to display both.
  12. https://a2asimulations.com/forum/viewtopic.php?f=23&t=70166
  13. What in that video is "atrocious"? I watched it a number of times. The only thing I can even think of is the airspeed indication as it increases. If it's that then I must confess it looks normal to me. Maybe a better way to say this is when I fly the QW 787 I never notice the airspeed seeming visually off. When I fly the QW 787 I compare the experience to flying the actual 787 it is feels correct to me. If I remember correctly the airspeed is pretty much always jumpy as it accelerates. I haven't been to work since February and I won't be back until after October so I won't be able to compare for some time but as I mentioned, what I see doesn't catch my eye. This video I found isn't great but I saw some jerking as the speed increases. https://www.youtube.com/watch?v=Jk8MxgjnkDM which is what I expect If I missing something I would be interested to know what you are seeing that I'm missing.
  14. I’ve used this one for years. https://simcontrol.net
  15. On my QW 787 set the trim is HOME/END. I use fsuipc to send those keys when I press a button on my yoke. I do notice is the num lock is set the HOME/END on the keypad doesn’t set the trim. The HOME/END on the standard part of my keyboard still/always functions as well as the button I use through fsuipc.
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