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wde12

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About wde12

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  1. Thanks Richard. I saw the repeat column but yeah, no bar itself. Must be the wrong controller. It looked like the same thing imported from FSX, so when I couldn't find the actual slider, I figured I had made some basic mistake. Also one thing of note. I was tooling around with F2 / F3 on the 748, right after booting it up. Press and release F2 and the reversers open, idle. Then quick presses to F2 and it would incrementally increase. I had tried this before when attempting to fix this issue. On landing, I would disconnect A/T before touchdown and ensure my actual Saitek throttles were idled. But during the rollout, for whatever reason, I could not get the same behavior. It would revert to the problems discussed above. I know that's not helpful, but I always found that strange. Plane is idle, and the reverse thrust works as I hope, but when actually landing, nope. I have yet to try the halfway repeater bar above, looking forward to seeing if it works.
  2. I've only been on p3d for a few months, but can't seem to find the repetition slider I remember on FSX. Am I correct that this can only be done thru FSUIPC on P3d?
  3. Interesting rondon. Thanks for the insight. I think this issue bothers me because my deceleration always seems to be much faster than reality. This kind of went hand-in-hand with the longstanding friction coefficient issue. But ever since PMDG mitigated this issue, my taxis on idle after a small touch of throttle REALLY seemed to make the entire experience take a big step forward. Ever since, I've wanted to fix this landing decel issue too (which isn't exactly a friction issue, but you hopefully get my drift).
  4. I cant opine to most of those with confidence, but I do feel comfortable chiming in on the A/T Manual Override setting. I use the standard Saitek throttle quadrant, which was perfect for the 777, but obviously not so great now with the 747 line. I'm curious what people have to say on the high idle flare setting though. My major problem on reversers: for me, it's all or nothing. I will open the reversers at touchdown with no thrust and not have any problem. But I still haven't mastered a way to use gradual reverse thrust. Holding down F2 or progressively pressing the button always seem to take it to full reverse thrust no matter how delicate I try. Anyone have a good suggestion?
  5. Gotcha thanks. Thought it was PFPX but totally forgot about SB
  6. Another "not to hijack the thread here" - but Kyle (or anyone else): which OFP template is that?
  7. Not trying to hijack or distract the thread here, but what are your thoughts on GSX 2?? Seems pretty steep for an expansion pack of ground services.
  8. In the words of Lloyd Christmas, grrrriiipes. I figured that was the case once I realized the issue, but figured it was worth the ask.
  9. After a series of hardware upgrades, I am finally at the point where I am ready (well, willing) to jump from FSX to P3Dv4. I was thinking that the -8 would be a good debut for my P3D hangar. But then it occurred to me that my 747 QOTSII is the FSX version. I know the 747 QOTSII base package is a license for a specific platform. From Rob's 21Jan17 post: "Yes... All of that in the base package... As a single purchase. The 747-8/8F will come to you as an expansion for this base package a bit later!" This begs the question: what is the scope of "expansion?" In other words, will I be able to purchase the -8 for P3D in tandem with by QOTSII (FSX) base, without purchasing "another" (P3Dv4) QOTSII 747 base package? Or must I buy the QOTSII P3Dv4 first?
  10. Thanks for the insight. Let's see - for weather I use AS Next. Live config. I import the flightplan from PFPX and configure in AS to give me that weather "tube" and ensure winds aloft datalink is accurate. I think you could be onto something though. I loaded the winds during preflight but at the last second, edited the weather with a nasty set of conditions for takeoff. Then about 15 minutes after takeoff, I reverted back to live weather. I don't remember reloading the winds in the legs page after this, and I am thinking this back n forth could have screwed something up. As for panel state, I normally load the default cold n dark. Hold CDU Menu, empty the payload and fuel to about 10 tons, then plug in ground power and go from there. I don't care how RW pilots always arrive to a lit n' powered plane. The 777 and 747 startup sequences that PMDG models simply never gets old. The only other third party app I had running was Navigraph Charts, which simlink showing my plane position on the moving map. Otherwise, everything was closed.
  11. Hi all, Question for the board. Standard disclaimer: here at work, so I don't have access to the FCOM and a forum search yielded nothing. I was flying a Cathay 77W from EGLL to VHHH. One thing I will do is hit the "crew rest," meaning a disconnect from VATSIM, turn off random failures, and shut down or disable anything that could interrupt Otto from taking the bird along its route. I go to bed, wake up, and when I come down from the proverbial crew rest, I have about 2 hours to go. I have auto-step climb enabled. I can't remember specifics, but I want to say my ZFW was around 226 tons. The initial cruise alt was FL310. This morning, the MCP ALT was set to FL330. I was surprised to only see one step climb, but was further surprised when I noticed my actual cruising altitude was FL400. There were no overspeed warnings, but there was truly no gap between the yellow lo speed / stall tape and the dotted red overspeed. When I went to the CRZ page, the Max ALT was like 36,500. The optimum altitude was indeed 40,000. Does anyone have an idea as to what happened (i.e., what I did wrong)? I didn't expect the FMC to calculate an optimum altitude above the max, nor did I expect autoflight to step climb up despite this limitation. Finally, I'm scratching my head as to why I was at 400 when the MCP ALT read 330. I realize there is a lot of missing info but I hope this is enough. And for those that feel the need to chime in "well, this is why you don't leave the flightdeck unattended" ... save us all the eye rolls and move on to the next topic.
  12. Great info thanks. Again, I know it depends on a ton of factors. But your final line kind of goes to my original question. I wish I could find a source that provides a typical list of enroute alternates used. For example, the BA dispatchers that routinely put together the trans-Asian flights to VHHH etc. could probably tell you off the top of their head the alternates considered for extended operations. In other words, I look up the real flight, see if a real plan is available, and boot up FSX with that plane at the actual gate used. I wish I could figure out as much as possible the enroute alternate planning for that flight. It may simply be that the data isn't available and I have to combine my knowledge (or lack thereof :) ) with that of PFPX and see what I cam come up with. I'd prefer to step up my game though.
  13. No problem. Shamefully, I wasn't aware of the applications to 3-4 engine birds until PMDG released the 744. But then again, learning this pretty much why we're all here, right? Funny you bring up RJCC. I also found this helpful in discerning adequate (or commonly used) ETOPS fields. In fact, one thing I've been trying to nail down are enroute alternates. There are a few BA pilots on Twitter I follow and they often post screenshots of their route from the EFB. For example, one A380 captain often flies routes to VHHH and WMKK. The pictures often have enroute alternates pre-selected with the appropriate arc. At first, I thought it was BA dispatch's way of selecting ideal alternates with verified facility support and acceptable weather. After reading the powerpoint above - and learning that ETOPS doesn't mean "twin" - I realize that the alternates and their respective range rings were likely pursuant to ETOPS rules. Obviously, I could be wrong. Regardless, finding enroute alternates when planning a 744 flight in PFPX is a challenge. It's pretty automatic when it comes to selecting fields on a North Atlantic crossing. And it's definitely feasible on runs across the South Pacific given the lack of options. But finding enroute alternates for flights across Siberia, China, India, and parts of the Pacific like you mentioned, can be difficult.
  14. This is dense, but I found to be a great resource. Straight from the manufacturer's mouth: http://aviationenglish.club/wp-content/uploads/2016/09/16-ETOPS.pdf
  15. Ah that makes sense. Thanks for the replies.
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