19dcavscout

I am in the U.S. Army. I used to fly OH-58D's but now fly a few variants of the C-12 (King Air 200).

This doesn't look like it will buff out: http://www.channelnewsasia.com/news/singapore/sia-flight-catches-fire/2907544.html?cid=fbcna

I prefer the single cue, but that is also what is at work, so I am used to it.

1070 is supposed to outperform a 980ti by a decent margin. If it was between the two, the 1070 would be the way to go.

I was thinking the same thing.

Those look incredible

Best wishes. Good luck!

I have had to change it in real life depending on what I was doing. Usually if I am flying cross country, they won't, but once I get to my destination and want to do some practice approaches or upper airwork the local controller will have me change it. Its not terribly uncommon and really not a huge deal. It does happen in the real world. They say if you want a cool up close and personal airshow, squawk 7500 and wait a bit!!!

He is no longer working on the Typhoon. His computer was attacked by a virus the other day and he lost the source files for ALL of his projects.

I only have a little bit of experience in the 1900D, but the King Air 200, which is very similar, has a very nose down approach. A turboprob wont make an approach like a jet, you have to point the nose down to go down. If you are talking about just a normal descent, having anywhere between 5-10 degrees nose down is very normal on descents from altitude.

The F-22 and F-35 both have sidesticks because of what was learned from the F-16. I remember reading that in the design process one of the reasons the F-16 incorporated a right-sidestick was the ability to have increased controls of the stick in high-g maneuvers. This was carried over to the advanced 5th Generation fighters as they were developed.

Are you in the cockpit of the airliner when the crew takes off? Same principle. Just the other day at work we were talking about how much more control input you need when flying an airplane rather than a helicopter. When I started flying planes, (I learned to fly rotary-wing first) I remember thinking about how much more control inputs you would needs compared to what I was used to. But I completely agree and understand what you mean. The engineers who designed the plane designed them with comfortable control pressures in mind.

No I wouldn't, but I would find it odd to criticize my surgeon on how he holds his scalpel. It is one thing if he cannot perform what needs to be done, but another to see someone doing it different than you would and call it wrong.

The 737 will have added Fly by Wire controls, though not complete. As of now the Spoiler system will be a FBW system. As for VNAV, so many things can go wrong that can mess up the descent. Everything from not knowing exact weights, to winds, and a host of other variables that are just impossible to predict entirely. It can assist however, but like what was said earlier, its just a computer. I don't blame Boeing for not making huge modifications to the 737 family. It is the most successful airliner in history. They say at any time in the world a 737 is taking off or landing somewhere. Thats impressive. The ability to keep commonality among the airplanes has been a huge selling point for Boeing. Airlines don't necessarily like new airplanes. It is cheaper for them to have a newish one that doesn't require a ton of training on for crews and maintenance. And why mess with an almost perfect product? The efficiency and readiness ratings on the 737 are something like a 99.7%. Thats crazy.

A lot of runways do not have the PAPI or VASI indicators on the same glidepath as the ILS, so though you may be on glideslope, you may see 3 red or all red. The approach plate will say this. Usually something along the lines of "VGSI and ILS glideslope not coincident" Here is an example: http://155.178.201.160/d-tpp/1604/00414IL16.PDF

With modern navigation systems using GNSS, point to point is usualy far more efficient. If you need to tune the VOR's and such, then you should probably use airways, as they guarantee obstacle clearance and navaid reception. When flying the King Air, we are usually below the airline traffic so we have the benefit of getting shortcuts such as direct to destination and not have to worry about airways. The busier airline flight levels tend to stick closer to the airways to ease the controllers help with traffic flow. Also in real life, if they don't like the route you have filed, they will change it, unlike in the sim world.

90,000 feet would be FL 900. I am sure it was a mistake of some sort, or the pressure setting they gave you was off of what the pressure setting was outside and you were a few hundred feet off. Also if they are using FL still, you should be at standard (29.92 or 1013)

Not necessarily. I just find it odd for people with zero experience in doing something criticizing someone who does it professionally. I can promise you that he probably does that regularly and it has never had it brought up by senior instructor pilots or other pilots he has flown has. Why? Because it is technique and it would be hard press to justify that he does not have control of the aircraft. Techniques are not standards, therefore you can't have them held against you as long as the standards are being met. Is he conducting a smooth rotation without jeopardizing the safety of the aircraft and passenger? Yes, and I don't know very many pilots who would say otherwise.

I still see nothing wrong with him. I am curious how much time the OP has in any real aircraft.

I agree. I have zero issues in how he is holding the yoke. In fact, usually the yoke is held in the "normal" way for access to the various buttons on it. If he has no use in pressing them, then it doesn't matter how he holds it, as long as he is making positive control. I have no idea how much real world experience Alpha Floor has, but it seems like an arm-chair quarterback situation. I have seen people hold the controls (Both a cyclic/collective and yoke/throttle setup) in a few different ways, all were TECHNIQUE and perfectly okay. Remember, when training, you train standards and not technique. Show me in the black and white where it says exactly how to hold the yoke. The guy was fine and I would have zero issues flying with him from what I saw.

What was she thinking?? And why didn't he go around?

The best way to think of switching to P3D is you are purchasing a whole new simulator, because you are, and most of your addons need to be purchased for P3D.

Gotcha. I was going off of FAA TERPS.

Extend outwards a little bit. You should have a ton of room. CTL require 2.7-3.3NM of clearance of obstacles depending on the MSL you are landing at for CAT C approaches.

I can't say I have ever seen that much "blue" as well while flying. It just doesnt look right. I am happy for the most part with the visuals in P3D v3.1. The thing I would want most out of a new sim is an accurate air and weather model. Things like a small amount of turbulence when entering a cloud, true icing, smooth wind shifts, realistic thunderstorms and such. Weather is a HUGE portion of flying, and even with real world weather and such, it just doesn't "feel" real.