Airbusman330

I just chose to skip that one level and enjoyed the rest of the game immensely. I agree that the airport level was very tasteless and unnecessary to get the story across and they could have mentioned the massacre during one of the mission briefings or in a newscast cut scene instead. Playing the level where Russian paratroopers were landing in a US suburb had a bigger impact on me than watching clips on youtube about the airport level.

A friend of mine who had issues said that his VAS load is now on par with the NGX which is a good improvement in his book.

Exatly and A-10's are also designed to destroy targets from the FL300 region

I hate coffee so yes but I would love to have a nice glass of cold orange juice.

In the US you can ask to visit the cockpit on the ground no problem, plane can't go anywhere while it's chocked and hooked up to all sorts of equipment and papers like dispatch sheets and whatnot are not secret in fact they are often tossed in a bag on the galley floor for the cleaners to throw away. Look up PFPX, close as you can get.

Probably because it would be a neat gadget to play with, a E170 series would keep the gadget folks occupied for a long while.

The PMDG manuals are the Boeing manuals but with different logos.

For takeoff performance I use the V speeds calculated by the FMC.

Was never a fan of brown though, preferred Airbus blue or Douglas grey.

I can tell you one thing from experience that showering after surgery really sucks until the wounds have a week or two to heal.

I'm rarely on the avsim forum now that the FB page has been created.

It depends on workload and company SOP's, some guys I know start hand flying about 15-20 miles out and as for takeoff there are a few pilots within my airline who like to handfly all the way into the FL200 range and the company encourages that.

777 since the 737 was never really my type of plane, its been pretty much replaced by the DC-9 although I still love to do short hops in the JS41.

LOT's Tupolev's were safe because LOT has some of the best maintenance crews in Eastern Europe.

1. Disagreed, they looks more sleek and modern than the garbage CRJ's. 2. Not here with Delta at ORD, they usually use the same gates for Shuttles, Endeavor, and Skywest. 3. I hate the CRJ fold up stairs, those things are kinda heavy for small people to lift and very slippery if wet. 4. No comment. 5. One of the most comfortable yokes I handled and this is coming from someone who dislikes yokes in general. 6. Avionics are the most advanced for an RJ and even make the 777 look antique. 7. I guess that's an issue for those with large hands. 8. Vacuum system lav beats the snot out of the CRJ's old system, as a lav tech I wonder why Bombardier stuck with the old school blue juice lavs and that's a pain on the CM9 where you have not one but TWO service panels to do.

I mostly post on the FB page because I get tired of AVSIM constantly logging me out and not even being allowed to view threads while logged off.

I think he is talking about the legacy 737, it might have had a basic ACARS function according to the link he posted.

I'm sure they are operating normally since in the US summer doesn't effect work schedule unless its the 4th of July or a weekend.

Usually they have an off duty pilot who may be in the cabin step up to help but if none are available the one of the FA's sits in the cockpit to assist with checklists, watch for traffic, etc.

I use the ECL that came with the plane along with some of the flows that are in the manuals.

I'd ask ATC for an ILS system capable of an autoland but if its a plane with no autoland or its MEL'd then with my real flight experience in GA aircraft I'd probably stand a fair chance at best. The plane will probably incur damage but I wouldn't doubt that everyone would still be alive.

APU is really pilot's discretion if the airport has no regs on it, our 777's ran the APU non stop since ground power is unreliable and ground air is worthless at our station but you need to have full electrical power with passengers onboard whether its from the APU or GPU. If both are inop then you need to keep one engine running to operate the generator until the last pax is off (and that happened to one our 767's), they kept #1 running so the ground crews can still unload on the #2 side without dealing with the risk of getting sucked in or blown over

I used them as a great example of high workload being split between both pilots, one pilot is concentrating on flying/navigating the aircraft whether its manually or via AP and the other is dealing with the problem at hand but both are kept in the loop as to what the other guy is doing. No I never flew the 330, just going from what I observe and discuss with crews I run into during work. Airbus may have their FCOM's but AFAIK airlines can modify some (but probably not all) of those SOP's as long as its ok with the FAA or whoever has jurisdiction of their airline. in the end the Captain is the final authority on safety and he may deviate from SOP if he feels that such procedures are not in the best interest of safety for his given situation.

Domestic these times are +/- 5 minutes: -1:00 pilots show up to check the log book and start preparing the cockpit and if its a hot or cold day they get the APU running. -0:50 to 45 Cabin crew arrives to do their safety and galley checks -0:40 to 34 briefing with the entire crew is held -0:30 boarding starts and one of the pilots does a walk around (usually the pilot not flying) -0:20 to 15 fueling should be completed -0:07 ramp crew chief should closeout his flight and that sends the final loads to the cockpit via dispatch if there are no expected gate checks -0:05 cabin doors closed, and last minute gate checks handed to ramp -0:01 cargo doors closed and chocks removed, CC sends revised closeout for last second bags -0:00 pilots call for PB clearance International (memory is a bit fuzzy on this one) -1:30 Pilots arrive and some of the cabin crew start trickling in little by little -1:00 Cabin prep and safety checks completed by cabin crew, initial cockpit prep should be completed be pilots. -0:55 Crew briefing (items like weather, special passengers, aircraft shape, hotel information, and company policy changes are discussed), one pilot starts walk around after briefing is completed -0:40 Boarding starts, APU should be running to provide best cabin comfort if airport regs permit -0:30-20 mins, cockpit crew busy with FMC and systems, cabin crew busy directing passengers and galley prep -0:15 fuel sheet delivered and signed off -0:10 main cargo loading should be complete and doors closed -0:05 log book arrives from mx, cabin doors closed and all gate checks should be loaded in bulk cargo, CC closes out the flight on his scanner, belt loader removed from bulk cargo door. -0:02 chocks removed and pilots should finish before engine start checklist -0:00 request pushback

In FS yes this applies very much so since you are only one person but in the RW you have two pilots who split the duties between flying and the other pilot handling the problem but it gets even better if you have a relief pilot or an off duty pilot hitching a ride in the JS who can assist. Perfect example is AWE 1549 where Sully took controls after starting the APU to get electrical power running again while FO Skiles concentrated on the QRH and on trying to get at least one engine re-started right up to the last minute. CRM at its absolute finest and even right before impact he still asked his FO if he had any last second ideas.