Jump to content

nrcrate

Members
 View Profile  See their activity

  • Content Count

    818

  • Donations

    $0.00 

  • Joined

  • Last visited

Posts posted by nrcrate

  1. Posted · Edited by FDX016 - Nick

    I know I'm opening an ancient thread, but I just had this exact same thing happen.

     

    Departed KLAS just a bit ago and was climbing to cruise. Got a master caution light and looked up to see the left bleed tripped off. I tried the reset button and followed the QRH as published. No luck. Currently flying on bleed 2 only. I'd read about if it was an over-pressure, you could switch on the EAI and then back off to relieve the pressure, but that also didn't work, so I'm assuming it was an overheat or something else completely.

     

    I do have service based failures on and always use the short run panel state. Super excited to have my first failure  :lol:

  6. Posted

    How can you tell from the video that its windshear and not just an aircraft misaligned with the runway due to strong winds ?

    It said so in the description, so we can only assume that the uploader had the resources to know, like maybe a scanner going.

  7. Posted

    I can understand not retracting flaps due to low and uncertain airspeed, but why leave the gear down? Wouldn't the gear just create drag and reduce acceleration and maneuverability?

     

    Thanks,

    Mike

    The gear doors opening create more drag during the retract process. Also, I tend to also think another factor is so that the pilots are focused on the windshear escape procedure and not messing with configuration. Plus, if it was a tailwind shear, wouldn't you want something to cushion the fall? Haha

  8. Posted

    Ryan,if you want people to stop asking and driving you NUTS about when is the release date then just tell us in percintage,how far are you to a ready T7(1%-100%)?

    And this will stop them? Right....

     

    I'm glad they don't give a date. I could only imagine the fury of people of they missed it. It would surely be worse than the current nagging.

  11. Posted

    I hope they include wings and engines on the new 777. They should also introduce an interface that can be interacted with using a mouse.

    :LMAO:  :LMAO:  This cracked me up!

  12. Posted

    Mine will be a few hub to hub flights in the US to familiarize myself and then get a few of our guys familiar with it as well. First MAJOR flight will be our celebration event from KMEM to OMDB (FDX8 flight) that we are sponsoring for the community. It's gonna be huge, and we couldn't be more excited  :lol:

  13. Posted

    Hello Ryan,

     

    thank you for explain how the displays will work into the PMDG T7.

    You said the Boeing standard checklist is complete simulated.But as this pictures schows http://forum.avsim.net/topic/408343-777-200er-tcas-test/#entry2672160 (Maintenance System and ground checks) , ist this also a standard checklist feature or have nothing to do with the standard checklists ?

     

    regards

    Alex

    This has nothing to do with standard checklists. This a maintenance console located just aft of the first officer's seat. It's completely separate from the ECL.

  14. Posted

    It's Para-Visual Display

    Excellent! That's exactly what I wanted haha. Thanks!

     

    Quoted from pages 159-160 in this document: http://www.asc.gov.tw/downfile/SQ006_ENG.pdf

     

    ...the PVD is a display that allows the pilot to receive directional information from a peripherally located display whilst maintaining eyes forward and out the window looking for familiar visual cues. The two PVD elements are mounted on the coaming centrally in front of each pilot; one on the right side and one on the left side... 

     

     

    Each PVD unit is actually a mechanical device incorporating a rotating rod or pole that has black stripes on a white background (like a “barber pole”). Rotation of the pole gives the impression of lateral motion, or streaming, to the left or right. The PVD becomes a valuable indication in the case that runway visibility is poor (less than 50 meters) during takeoff. The PVD is tuned to the takeoff runway’s ILS signal. As long as the aircraft is on the runway centerline, the “barber pole” indication is stationary; however, when the aircraft diverges left or right of the centerline, the barber poles streams to guide the pilot’s steering. For example, if the aircraft is to the right of the centerline, the PVD will stream left to guide steering left toward the centerline.
     
    The PVD is a high-reliability reversionary aid to runway steering—the primary aid being the pilot’s normal visual cues from runway marking and lights. The PVD should unshutter and begin functioning correctly as the aircraft is aligned with the runway centerline, and remain functioning as long as the controlling parameters remain valid. The PVD remains shuttered when it is not in use or when the ILS signal is not being picked up (e.g., out of range, signal blocked, system failure).

     

     

    Hope that answers anyone else who wonders what it is.

  15. Posted

     

     


    master caution indicator

    Right, but I don't get a sense that those black and white barber-pool-like things are master caution indicators, especially since they move as they steer the aircraft off the runway.

  16. Posted

    Hey All,

     

    I've been hunting for an answer to this for quite a while and have been unsuccessful... Probably since I don't know what exactly to call the thing I want to know about haha. It's just after 5:30 in the video below. On both the Captain and F/O side on the glareshield, outboard of the Master Warning/Caution lights. They look like black/white chevrons and they appear right after A/P disconnect. I'd like to know if anyone could educate me as to what exactly they are called and what their function is. I've only been able to find them in this one video, so I'm assuming they are a rare airline option. Thanks!

     

    www.youtube.com/watch?v=BMydKAcqKCg

  21. Posted

    Nick-

     

    Okay... Waitaminute...   

     

    A guy named "Crate" flying a freighter...  You know what we used to call freighters at my line?  

     

    Yeah...  Crates....

     

    You know- because you pack stuff inside a crate?

     

    Am I the ONLY one finding this funny?

     

    Maybe 3.5hrs of sleep each of the last two nights is not enough....

     

    Crate is better than flying with a pilot whose nickname is "Crash"...

     

    Just call me Boxxy (Boxee?) because that's what the people at school call me.  :LMAO:

    I'm also known as Nacho, which is the Spanish name I was provided for my first year of Spanish. Don't ask how or why, but let's just say there is a reason I'm now a second year Latin student...  :lol:

     

    *Stands up*

    Hi. My name is Nick/Nacho/Boxxy/Crate and I have an addiction. I'm addicted to airplanes... And I'm proud of it!  :Party:

  24. Posted

     

     


    If the Autopilot command is engaged it will follow the Flight Director. if it is not, you should control the aircraft and/or engage Autopilot.

    This is incorrect- only if you are in a dual channel mode (CMD or CATIII autoland) will the autopilot follow the FD cues for pitch and roll in the go around. Otherwise, the autopilot will simply shut off at the press of TOGA and it'll be all up to you to follow the FD cues haha.

  25. Posted

    Hey guys

     

    So today I was doing a flight, I had everything setup I started both engines.

    They both started perfectly, I set flaps checked controls and everything was normal but as I went to increase the throttles so I could taxi to the active only one engine spooled. However both engines are running the right engine only increases thrust. This has never happened to me before

     

    Jason

     

    May I also include that both engine control colums increase like normal but the right engine only responds

    Jason,

     

    Are your throttle axes set through FSUIPC? That may be the problem.

×
×
  • Create New...