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MartinBeauchemin

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Posts posted by MartinBeauchemin

  2. Posted

    First flight will be KBFI to the Air Canada headquarters at CYUL. Then I go to YYZ. Then I'll be doing all the Air Canada scheduled 77L routes:

    CYYZ-CYVR

    CYVR-YSSY

    YSSY-CYVR

    CYVR-CYYZ

    CYYZ-ZSPD

    ZSPD-CYYZ

    CYYZ-VHHH

    VHHH-CYYZ

     

    Then I will get bored and wait for the 300ER expansion to come out so I can have a LOT more variety in routes to fly for Air Canada. Maybe in the meantime i'll try some Emirates flights or something.

  6. Posted

    Hi guys,

     

    I am posting today because i'd like to tell you that i've been accepted to a good flight college in Canada, got my visa and I'm all set to go: to be honest i'm very very happy, because thats a project i've been working on for years now.

    Anyway i'm about to leave Europe ( Probably early next week)and guess what ??? Its gonna be a 777-300 ER !!!! Ouiiiiii Monsieur !!! So far i've flown on an A300B4, A310, A300-600, A330, DC10, CRJ, and 737's. So i'm very excited !!! Also because this bird is in production at PMDG. And for my second leg i'll fly with Westjet !!!! YEAH on a 737 NG you've guessed it ! My plan is to record as much thing as possible: Suggestions are welcome of course..... I'll probably ask for a small visit in the cockpit (request won't probably be granted but who knows) and at the end i'll post the video here so that you'll all enjoy those moments ! (on both the 777 and the NG).

     

    Congrats man! Let me know how it goes! I really wanna go to MFC for post secondary education. Just two more years! Are you planning on going back to Europe after you're done or are you staying in Canada?

  8. Posted

    It's very good on the whole, you've done some nice on the beat jump cuts in the flying sequence for example.

     

    Some of how you go with the final edit will depend on what your project is actually for. If for example it was for a flying school, then one can avoid telling people stuff they probably already know, but if it was intended to be viewed by a more general audience, then you might like to either add a narration occasionally, or throw in a few captioned rostrum camera shots to explain what things are.

     

    You could actually use screenshots from FS for this, i.e. when you zoom to the radio, you could then briefly cut to a still or genttle tracking/zoom pic of a radio stack, explaining what it is with either captions or a quick voice-over, then cut back to your live footage. That kind of thing is more helpful to viewers who don't know what all the dials and switches in a cockpit do, although you would of course only want to do that kind of thing briefly, so as not to interfere with the pacing of the film.

     

    Pointing out things such as the need to use the controls for what looked like a fair bit of a crosswind would also be of interest to people who knew little about aeroplanes. You don't actually need to do all that, but it might make it a bit more educational, which would be good if that was your intent for the film. If it was just meant to be a fun clip then of course one does not have to get too preachy about information.

     

    Something else to consider: The font for the captions, which I think was Brush Script or something based upon it, is regarded as a bit of a joke in the professional film-making world, where it often gets referred to with disparaging nicknames such as, 'the mini-cab' font and, 'the church newsletter font', alluding to its overly-common use with crappy small businesses for their not very inspired logos and that kind of thing. So I would certainly choose a different font if you want to look a bit more 'pro'.

     

    I thought it was pretty good though, don't worry about some of the footage being shaky, it kind of adds to the documentary feel of it, although if you do want to steady the footage up a bit, it is possible to do so in Adobe After Effects (even on the free demo version of it), by using the tracker in the Stabilise Motion feature, which is very easy to use. There are tons of video tutorials on youtube about how to use that, so it does not take long to learn how to do it.

     

    Good job though. I liked it, it had a fun feel.

     

    Al

     

    Thanks! That was very helpful! I will definately consider the things you said. And for the audience, it wasn't for pilots or aviation enthusiasts, it was for my film teacher and my class to give them a feel of why flying is awesome! That's why I tried to make it have a happy mood and a few giggles here and there just to keep their attention. Otherwise I would've gone into more detail and I would make it longer than 6 minutes haha. Thanks again :)

     

    Martin

  9. Posted

    Great video- the thing that caught my attention was the last few captions for the spotting part and the one text-only screen just after them. They were pretty fast- I had to pause or go back again to read them.

     

    Anyhow- good work overall!

     

    Yeah I noticed that too. I got so caught up in trying to make the movie as short as I could. I had 48 minutes of footage and I had to cut it down to 6 minutes or less. Next time I'll do better! Thanks for watching!

  10. Posted

    Hehe wasn't trying to deafen anyone. The LMFAO was just for giggles cause usually for scenes like the one with lmfao playing there's usually dramatic music so I was just trying to make it funny. As for the tripod... We tried but it did not quite workout as planned. So we stuck with handheld. It is quite shaky so sorry for that haha. I'm investing in a gopro!

  15. Posted

    I couldn't agree more. This forum is a mess! There's a lot of laziness as well. I mean there's been how many topics made in the last week asking what's next? Or this is what PMDG should make etc. I too came here to learn and help others out if possible but I'm being drawn away from here because every post is the same! C'mon people! I'm 15 years old just to let you know! BTW can PMDG make a CRJ series? Just kidding. Seriously though... This forum should be used for what it was originally meant for.

  16. Posted

     

     

    Martin, inputing a flightlevel with the letter "S" next to a fix in the legs page will not make the 777´s Vnav automatically climb to the new FL once the fix is reached. It merely changes the way the fix is displayed in the ND and updates the information avaiable in the cruise page of the CDU. Like someone else mentioned earlier, The AP (almost) never violates what is dialed in the MCP window. Once you reach your intented s/c fix you still have to call it in and dial it in the MCp if you get the clearance.

     

    True but it helps with the VNAV and fuel predictions. And in flight plans they usually have for example SEFIX/M083F340 or something like that in the ICAO flightplan. So doesn't that clear you to climb unless otherwise stated by ATC? Correct me if I'm wrong. I'm beggining to see why it's so much easier to enter it in at the time of clearence though.

  18. Posted

     

     

    Sounds like PANC-PHNL puts you beyond the 180 minute limit is that correct? If CYVR-PHNL doesn't that would explain why the EEP and EXP for Westjet routes are always the same, but why they move for Alaska.

     

    Westjet's EEP's and EXP's are not always the same. Their just very often the same. Some days it's CYYJ, KEUG, KSFO, PHOG. The next day it could be CYQQ, KSEA, KSFO, PHNL and then the next day instead of KSFO, it would be KSNA and KBFI instead of KSEA. There's no fixed EET and EXP's or enroute suitable airports either. It all depends on different factors.

  19. Posted

    In any Boeing aircraft, VNAV will not violate the altitude that you have put in the MCP. Even with an "S" "constraint", it will not climb without the MCP altitude set to that new level. Generally, it is good practice to set the MCP altitude to the ATC cleared level, or you will get one of those messages that Kyle mentioned :o

     

    The S constraint doesn't seem to work. It's an invalid entry on the NGX. I was just wondering of there's a way to program the FMC to do what the S would normally do. Of course you need clearance but it would be easier if you ask for it and once cleared you just set the new ALT and the FMC climbs automatically.

  21. Posted

    For what it's worth, the aircraft is not set up to automatically climb (like the MD-11 is). I'm not sure if this is Boeing's intention, but I'm assuming it's because you'd have to request it and get it approved through ATC, so it's best to request it, get it approved, and then go make the appropriate change yourself.

     

    The last thing you want is to hear:

    "Continental 943, you're supposed to be at FL360. You got a pen? I've got a number."

    ...all because you wanted to let the automagic do the work for you.

     

    In the real 777 I know all you gotta do is go to the LEGS page and put in say FL390S for step and it will do it automatically when you get to the waypoint. I guess the 737ng doesn't have that feature I guess. But yeah I guess it's made that way for the reason you mentioned.

  23. Posted

    We set the CI to 0 on the ground. Then you manually enter climb, cruise, and descent speeds in manually. As for the apu bleed/gen leave them off/disconnected. The apu is just to be left running untill needed.

    Alsothe RNP for WATRS isn't .1 as stated above. It should be 10.

    The ETOPS/WATRS procedures aren't that difficult. Its when you have to alter course due to weather, etc and you can not get a hold of AIRINC to get an amended clearance.

    JackColwill

     

    That was a typo. 10. Is correct.

  25. Posted

    I had the very same question as you a while ago. I asked it to somebody at Virtual Westjet and this is what he replied:

     

    *There's an explanation for ETOPS and WATRS. The WATRS (Western Atlantic route system) region is a complex, high traffic area that is comprised mostly of fixed routes with a significant number of crossings. There are two dominant traffic flows in the WATRS region. One is between North America and the Caribbean, Bermuda, and South America and the other is between the Americas and Europe. So that's what it is. Anyway here's what you should know for ETOPS and WATRS flights*

     

    As a person who very much enjoys ETOPS and WATRS flights. I can certainly help you out. I assume you are fimilar with the ETOPS basics?

     

    ETOPS

    ETOPS Entry Point (EEP)

    Marks the beginning of the ETOPS segment and is the point where the aircraft is no longer continuously within 60 min flying time of an adequate airport at one engine cruise speed.

     

    ETOPS Exit Point (EXP)

    Marks the first point where the aircraft is continuously within 60 minutes flying time at one engine cruise speed of an adequate airport for the duration of the flight.

     

    You can add a simple step to your preflight procedures and enter a 60 minute range ring around your adequate airports in the FMC. Use 394nm. Under the FIX page, Enter your destination and departure airports in LSK1. CYVR & PHNL for example. This will create additional FIX pages, one for each you have entered. Enter enter your other adequate airports such as CYYJ, KEUG, KSFO, PHOG. Enter "/394" in LSK2 of each airport page you created. You now have a green circle 394nm / 60 minute range ring around those airports and you now can visually see your ETOPS EEP & EXP on the ND. I highly suggest reading up on the functions of the FIX page within the FMC in your NGX manuals. This function of the Boeing FMC alone makes Airbus pilots very envious. FCOM vol 2 11.42.57. Very handy for drawing radials, distance, and all sorts of stuff on the ND.

     

    Basically the main thing you need to do is run the APU from before departure right up until your ETOPS exit point. This is required on ETOPS since the 737 is not equipped with a RAT (Ram Air Turbine) and the APU may not start above FL250, it will run but it might not start. Squawk 2000 in oceanic airspace and you need to do a cross feed test in the remaining hour of the flight as well. Also there is a fixed CI of 0 for ETOPS.

     

     

    WATRS

    Western Atlantic Route System procedures I dont believe are implimented in either VATSIM or in the rhelm of flightsim in general. Requires a quite indepth understanding of RVSM and RNP-10. And involves setting and checking RNP and NAV accuracy,verifing the aircrafts Navigation Capability by means of GPS and IRS, utilizing HF frequency communications, and the the use of SELCAL. Only the latter of which is implimented in at least SB4 and it sounds cool too.

     

    Basically you would do all those checks just before entering WATRS airspace, set RNP .10 and once you enter you can leave your squawk code on its last assigned code. From there your just left with position reporting.

     

     

    ETOPS, WATRS, and Oceanic position reporting

     

    Reports shall be made at each flight planned waypoint in such format

    Callsign

    Position

    Time Over

    Flight Level

    Name and ETA of next point

    Proceding waypoint

     

    "San Francisco, WestJet 216 position"

    ATC reply

    "WestJet 216 ZURIC 1030, FL370, Estimating ZALLE 1120, ZINNO next"

     

    Hope this helps!

     

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