kenz

This is an awesome feature and a nice idea for implementing CPDLC / AOC / ACARS functionalities in an addon :

and also real documentation from DELTA : http://www.amevoice.com/forum/thread/502/mcdonnell-douglas-88-90-fcom-qrh-fctm/ it's for MD88/90 but you will find very usefull informations in it

Leonardo maddog is a very good choice here some training material (there a lot more over the web) http://library.avsim.net/esearch.php?DLID=175788

MD80 : Leonardo Maddog (the coolsky is nice but not as deep as the leonardo) DC9 : coolsky watch in HD

free alternative to TOPCAT : http://library.avsim.net/esearch.php?DLID=128375 free alternative to PFPX : http://www.simbrief.com

http://www.jetstreamtv.net/ just discovered it, I thought I had to share. free cockpit videos from KLM (in the way of justplanes/pilot's eye/ITVV). extract : interesting for PMDG users, there is a 747 flight to st marteen, 777 flight to JFK and 738 aswel

https://www.youtube.com/watch?v=AkbnypA7_rQ

did you tried this profile ? http://forum.aerosoft.com/index.php?/files/file/2819-pfpx-boeing-777-performance-profiles-pack-part-one/

i also wonder that, can anyone answer ?

hi ian thanks you for this nice explanantion, could you explain what you mean by updating the weights after FL100, are you saying you're entering a new ZFW in the FMC ?

I thought fixed based sims receiving public are just homecockpit running FSX ? (like flight deck solution products etc..) Full Flight sims are real "pro" simulators, the one real airline pilots train on. (with a totaly different and more accurate flight dynamics modelisation, and running the real systems logic on the actual hardware the real plane have). am I wrong ?

my guess is they fill in all the info the fmc need based on the flight preparation doc then just prior to door closing when they receive final loadsheet they just check the figures and modifiy the fmc figures if needed ? I think it's kind of procedures that are very airline variants, a real airline pilot could answer this

while waiting for SP you can use this http://forum.avsim.net/topic/442414-my-asn-weather-radar-gauge-for-fsx-p3d/

thanks for giving us this information !

SOURCE : http://www.flight.org/blog/2013/12/04/boeing-777-thrust-reference-setting-anomally/ Boeing 777 Thrust Reference Setting Anomally There is (what can only be described as) a software bug in the Thrust Reference setting software in the 777. While this bug manifests itself in several situation on normal and non-normal operations, it manifests significantly with flight safety implications during VNAV engine-out approaches. Boeing’s airplane design is such that GA (Go Around) is set as the thrust limit (displayed above the N1 indication) any time the flaps are extended (FCOM 04.20.16 refers) or the glide slope is captured. One assumes that Boeing’s intent was that GA should remain the thrust limit to either Landing or the Go-Around in order to provide maximum available thrust for manoeuvring while configured for landing. However when VNAV is engaged after flaps have been extended, the Thrust Limit is reset to CRZ. Irrespective of the demands of the situation (weight, density altitude, configuration, selected airspeed, etc). By design, the auto throttle cannot command more than this selected Thrust Limit: CRZ. In most normal ops situations this reduced thrust limit is adequate to preserve airspeed irrespective of configuration (engine out, gear, flap) – particularly in the 777-300ER. But 777′s with less thrust such as the -300/-200 – or in performance limiting situations such as weight in excess of MALW, high density altitudes, etc. – insufficient thrust can exist to maintain airspeed/altitude. Prior to a low speed excursion, stick shaker activation and AP stall protection, the problem can be corrected by: Selecting GA through the FMC Thrust Lim page; Pressing the CLB/CON switch (only CON* thrust limit will be selected, not GA); Simply pushing the thrust levers forward (a disconnect for Manual Thrust is probably the better suggestion). * While CON thrust should be enough to maintain speed at maximum landing weight, higher weights may require even more thrust. Scenario Description Assume a 777 at maximum landing weight, approaching the final approach fix (FAF) at platform altitude for an engine out NPA. The crew intend to use VNAV for the approach but have manoeuvred to the initial approach altitude using Basic Modes (FLCH/VS). Configured correctly at Flap 5/Flap 5 speed, thrust reference will most likely be GA – set automatically when the Flaps were extended. At 3 nm from the FAF, Gear Down/Flaps 20/Flap 20 speed is selected. Thrust levers retard to slow the aircraft to Flaps 20 speed. Meanwhile the PF will set the minima in the altitude select window on the MCP, check track, engage VNAV PATH and speed intervene. However with the selection of VNAV, CRZ thrust reference is set – unnoticed by the crew. As the aircraft approaches Flap 20 speed, thrust levers advance in anticipation to achieve speed stability (giving the PF the tactile feedback expected of thrust maintaining speed), but thrust is now limited by CRZ thrust. On a bad day – engine out with the combination of near maximum landing weight and/or high density altitude – CRZ thrust is insufficient to maintain speed, but often enough to preclude a negative speed trend indication. Speed will now continue to reduce until (a) descent for the approach commences, ( B) an increase thrust limit is set; or © stick shaker/stall protection. Speed Protection? At minimum manoeuvring speed, low speed protection would normally kick in (minimum AFDS speed or eventually auto throttle wakeup), but in this case this protective feature is limited by the CRZ thrust limit setting. The only low speed protection (through the autopilot) that will function is stall protection – as the aircraft approaches stick shaker speed, it will pitch forward and descend with failed FMA AFDS mode indications. Prior to a low speed excursion and stick shaker activation, the problem can be corrected by selecting GA through the FMC Thrust Lim page or pressing the CLB/CON switch (CON thrust limit only will be selected) – or simply pushing the thrust levers forward – whether disconnecting the A/THR first or not. CON thrust should be enough to maintain speed at maximum landing weight. Higher weights may require more thrust. Additionally: On all approaches (after flap selection), FLCH may set CLB/CON, but glide slope intercept will reset to TO/GA. TO/GA switch FMA mode activation sets GA thrust, so GA thrust limit is set during all go-arounds. Flap extension beyond 22.5 degrees sets GA thrust limit. This anomaly does not impact on other NNM procedures (such as Windshear and GPWS). These recalls require either TO/GA Switch activation and/or manual thrust. SOURCE : http://www.flight.org/blog/2013/12/04/boeing-777-thrust-reference-setting-anomally/

if this really happenned, that's a shame !

http://library.avsim.net/esearch.php?DLID=162360 http://library.avsim.net/esearch.php?DLID=175486

http://www.vatcaf.org/index.php?option=com_content&view=article&id=36&Itemid=40 and you can also try to ask here : http://fs-africa.forumactif.com (there are african developers on this forum)

you could use leo bodnar cards maybe ? http://www.leobodnar.com/shop/index.php?main_page=product_info&cPath=86&products_id=205 it emulate a 32 buttons joystick.

take look at here http://www.dalpi.de/joomla/ and here http://www.youtube.com/user/nigelmtb

Targeting Risk Within The Shanwick

http://www.edi-gla.co.uk/fpl/ this one is also very nice to find RW flight plans

I'm using FS Build, for flight planning and fuel planning, if you have ActiveSky he can also take winds aloft data into account. but my opinion is you should wait for PFPX http://www.youtube.com/channel/UC4I1dkYqy1pnjAAZPQ0rM3g/videos

really ?? never heard about that ! can you add us some informations about that rule ?? some shots of a CBT about ETOPS : Critical Fuel Scenario Forecast Weather Conditions Time window for the alternates weather forecast wich need to suit the ETOPS conditions Entry Points Equal Time Points Briefing Package with ETOPS points