19dcavscout

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.

CAE recently outbid Flight Safety for the long-term fixed-wing training contract for the U.S Army. We do our annual refreshers through them as well. Great company.

They found out after this as well that Va (Maneuvering Speed) does not guarantee you more than one complete abrupt control movement without exceeding limits. The rudder can exceed over 4 times normal limits by giving full left and right deflections. This was one element they highlighted during a recent advanced upset recovery training that I recently went to.

American Airlines Flight 587. The crew repeatedly use full left and right rudder and caused enormous stress on the airplane tearing the rudder off. http://www.ntsb.gov/investigations/AccidentReports/Pages/AAR0404.aspx

I meant with the system armed, and that is in real life.

I fly with it everyday and my MEL will not allow me to fly without it. The certification process for most turboprob aircraft in the US require autofeather in order to meet certification. The amount of drag that the unfeathered prop has on the aircraft is significant and something like a V1 cut with a non feathered prop can get hairy to say the least, well in the sim that is which is the only place I have practiced it.

Great idea. Thanks.

More often than you think. Icing and turbulence can happen at any altitude. In fact, I usually hit the most turbulence when I am lower rather than in the upper flight levels (usually lower than 6000 feet though). Icing on the other hand can and will happen whenever the conditions for it exist, and that can be at ANY altitude.

No you don't. I flew out of 4 airports in the last 2, actual airports across the US and never once did they give me the routing I requested, the SID I requested, or the STAR I thought I would be getting. Heck, most of the time you receive a STAR before you know which way the airfield is landing. I don't think I have ever received any other vectors while doing a STAR until the point in the STAR that requires it. The controllers meter you and have enough foresight on the traffic in their airspace for it to happen. I am not saying it will, but it does. Depending on the time of day, I get my SID changed mroe often than not. Early morning takeoffs, my clearance at my base airport will be the LEWIS3. I can almost count on receiving a radar departure instead. Later in the day? Not so much.

But that's not how it works. You don't know what SID you will get and you don't know what STAR you will get. You can request anything you want, but it doesn't mean you will get it. From that point of view, if I know what ATC is going to give me the entire time why even fly with ATC?

The more I am reading about this software, the less hope I have for it. I'll try the demo later this week when I have a chance, but it honestly doesn't sound too hopeful. I don't like the idea of having to put in all the altitude restraints and such for a SID or STAR. It should be able to access the navigraph data that almost all other addons can use and then use that. No one is asking for ATC to write my flight plan for me. I plan and file my plans on my own everytime I fly. All IFR. And 99% of the time I get a reroute of some sort, or a direct-to (mainly due to the lack of traffic at FL240-280). Looks like I will continue to looks elsewhere for an ATC program, or continue to wait for the "holy grail"