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chaos84

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Everything posted by chaos84

  1. chaos84

    FMC cargo door

    Can we all just agree that at least they're not making us move around the plane and arm them manually? You know, the REAL way, by hand? Fly cargo, and you'll only have to worry about 2 doors.. :Whistle:
  2. chaos84

    FMC cargo door

    Which is extremely annoying when you're opening them on a bitterly cold, windy Chicago day, or in the rain. Ask me how I know.. Should be working on both FMC's.
  3. Not sure you how heavy you were, or why you needed to stop so fast for that matter, but easy does it on the brakes. The reverse thrust is pretty powerful, I let that do most of the work. Lately, I've been doing Autobrake 1 or 2 landings with idle reverse, and I get stopped relatively quick (past couple flights have been around 500-550,000 lb landing weights, just to give you an idea.)
  4. chaos84

    Your age?

    I turned 30 a few months ago, and I also started with FS95. Looks like we both got bit by the aviation bug a little early! I'm training my 6 year old how to read checklists..
  5. I had the same plan, until about 6pm last night. I lost all self control. Resistance is futile, you will be assimilated. And you will NOT regret it. Having real world experience with this plane (not up front), I can't even begin to put into words just how detailed and accurate this aircraft is.
  6. Look, I don't know about the rest of you, but I've been DYING for a good Wright Bros flyer ever since I started flying. I've grown bored with 10,000 nm flights. I feel much more challenged with the stunning 852 feet it's capable of!
  7. On the ground, the brake temps are reading 0. That's where I get confused. Mind you all these alarms were triggered on the same flight, so I was well over 2 hours into the flight when I was still getting these random alarms. Chocks are off, I wouldn't try to taxi with them on (not that big of a noob, lol). I work on the ground for a real airline, so the pushback/receipt stuff is embedded in my brain, it's second nature at this point. It makes sense that I'd be taking the heat up with me, I do understand that. But wouldn't the cooler temps naturally cool gear when I drop the main? I followed the QRH which basically says to drop the gear and hold it there until the temps come back down. They both still read maxed after about 30 minutes of holding time with the gear dropped, then another 15 or so minutes back into DCA. I guess the next question would be why is it that when I clear the failure, it 0's out the brake temps, then about 10-20 minutes later, they build back up and trigger the alarm over 2 hours into the flight? I guess I'm just trying to rule out operator error before I start making 'bug' accusations. (hate those kind of threads..) It's only happened repeatedly on this last flight, other than that the first time it happened was well over 3 hours into flight time. Thanks for the feedback, guys. Edit: I'll just de-activate the toe brakes on my next flight and see what it brings about. I never really have brake heat issues with the PMDG 744 or LDS 67, so I was just wondering if anyone else out there was experiencing what I am.
  8. Thought about that, but it was happening mid flight. That's the part that gets me.
  9. So last night I was on my way out of DCA, when about 10 minutes after takeoff I had an excessive brake heat alarm. Followed the QRH, landed her back at DCA, then cleared the failure. Today, on my way to some random city I picked, I recieved the same failure SEVEN times. I cleared it initially because I didn't want to deal with it again. Then it happened again. Then again. So I turned off the random failures, It happened again... you get the picture. Any idea why this is an issue? Is there maybe something I'm missing that's actually causing it? Just want to add real quick, if I may, that this is the BEST plane I have ever flown in my sim career. Great work on this one. It was WELL worth the wait.
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