ecuflyer

GNS 430 on Carenado Beechcraft Bonanza V35B. Another old one that I like a lot and again still works well in Xplane 11.4 [GNS_430_1.PANELS] ; display window if true. visible = true ; show screen only gauge if true. nobezel = true ; display type: WINDOW,PANEL2D,PANEL3D,PANELS frame.type = PANEL3D ; display position and dimension (left,top,width,height) frame.rect = 235,590,430,232 ; screen only border size (pixels). border.size = 0 ; screen only border color (#RGB or #RGBA). border.rgba = #000000 ; enable mouse clickspots if true, disable if false (use SHIFT to override) usemouse = true ; left mouse button on the screen toggles popup window if true. popleft = false ; right mouse button on the screen toggles popup window if true (requires XP11.1). popright = true

GNS 430 on Carenado Cessna C337H Super Skymaster… a old one, but one of my favorites and still works well in Xplane 11.4 [GNS_430_1.PANELS] ; display window if true. visible = true ; show screen only gauge if true. nobezel = true ; display type: WINDOW,PANEL2D,PANEL3D,PANELS frame.type = PANEL3D ; display position and dimension (left,top,width,height) frame.rect = 494,680,428,236 ; screen only border size (pixels). border.size = 0 ; screen only border color (#RGB or #RGBA). border.rgba = #000000 ; enable mouse clickspots if true, disable if false (use SHIFT to override) usemouse = true ; left mouse button on the screen toggles popup window if true. popleft = false ; right mouse button on the screen toggles popup window if true (requires XP11.1). popright = true

Thank you very much Daniel for your answer, as you said I bought and installed FTX global base and vectors and the problem is gone, such a massive difference. Awesome, super happy with the results. Thanks.

Hello, I would like to post some bugs I found around some airports in Ecuador. I hope they can be corrected in a future Patch. thanks. Cristian bug 1, airport SESM, coordinates S1 30.51 W78 3.58 SESM1 by Cristian Caicedo, on Flickr bug 2, airport SEMC, coordinates S2 18.89 W78 7.59 SEMC1 by Cristian Caicedo, on Flickr bug 3, airport SENL, coordinates N0 5.18 W76 52.63 SENL1 by Cristian Caicedo, on Flickr

Well, there is no "L ENG PRSOV VALVE" message as such, The only one I can find is the "BLEED PRSOV L" status message. If that is the case then that message is there as any other status messages, mostly for maintenance action and to indicate that if the failure is not corrected, then before the airplane next flight, it has to be dispatched under the provisions of the MEL (minimum equipment list). It does no affect the flight crew or its operation, so technically as a pilot you don't have any action to do about it, or you don't expect any significant difference in operation related to that failure. If the case would be like a reverser would be inoperative because of that particular failure, then it would have had an associated EICAS caution or advisory message, which is not the case; so in short, no, you would not expect any engine reverser problem, they should work normally. On the other hand the "BLEED OFF ENG L" it is an Advisory message and as such it is designed to alert the flight crew about some condition that may affect the operation of the flight, in this case this advisory message does not have any checklist actions associated with it, so it just to alert the flight crew about this particular situation, in this case that there is no bleed air coming from the left side. based on this, there is no action required, but there is something you as a pilot need to keep in mind and play a bit of "what if" scenarios involving possible decision making if you have a second failure... Now if you want to get a little bit deeper about this failures while in flight, in the case of the "BLEED OFF ENG L" advisory message you may want to pull off the associated checklist, even although there is no actions associated, there is still an associated checklist that will tell you a bit more information about this, so you go ahead and select "CHKL", then select "NON NORMAL", then the very first subtopic on the left that says "BLEED OFF"... among other things i don't remember and finally you select "BLEED OFF ENG L". it will tell you this "the engine bleed valve is closed because of a system fault or the engine bleed switch is OFF". You know the bleed switch is not OFF so now you know that the engine bleed valve is closed because of a system fault and now you even now know what fault it that... it is the BLEED PRSOV valve failure. Finally if you are curious and have some time you go next to the MEL and search for "BLEED PRSOV L" and you will learn that it is a status message, you already knew this and the applicable MEL is 36-11-01. You search 36-11-01 and you will learn a lot more about this failure. too long to list about its effects here, but i does not mention anything about the reverse being inoperative. You may have an 'ENG IDLE DISAGREE' message during descent but again that one will have no major effect on your operation. Hope that helps... Cheers

The 1000 ft voice alert is based on the barometric altimeter and not on the radio altimeter, so it is 1000ft AAL (above airport elevation). All the other callouts are based on the radio altimeter.

That is correct, Autopilot is available only with PFC in NORMAL mode. If PFC fail to secondary or direct mode, Autopilot is not available and of course if autopilot is not available, autoland is not possible.

there is no such a thing as a "legal minimum landing fuel". At the planning stage you have to follow several rules that defines the minimum fuel you need to have in order to execute the flight legally, however once airborne there are no more restrictions, however of course you need always to monitor your fuel consumption and take appropriate action if required. Having said that, it is generally a good idea to plan to land with at least your minimum fuel reserve, which in the B-777-200LR and -F is around 3.0 to 3.5 tones.

to set the Transition Level (TL) for descent, go to the VNAV DESCENT page (3/3) and select FORECAST.. on the DESCENT FORECAST page you can set your TL on line 1L.

In real life we never display the FCTL page to set the trim that precise, we just look at the stabilizer posición indicator on the pedestal while setting the trim value that we are looking for and that is it...

Real life in this airplane is having enough power to climb fully loaded (MTOW) to FL300 in just 18 minutes, light load, like about 200 T takeoff weight and it will climb to FL390 in 14 minutes. That is it. Just follow flight director commands and do not get distracted by how much you are climbing as that is not of concern. The passengers or the crew can not feel if we are climbing 2000 or 5000 feet per minute. Climb is done at either CLB, CLB-1 or CLB-2 according to your weight and do not need to reduce that thrust setting, if you see the speed increasing you need to pull the nose up a littel bit more or simply follow flight director commands... That's is it.

For an ILS CAT I approach which is what you would use most of the time, you have to set your minimums (BARO) always, whatever minimums or DA appear in your chart... For instance in the ILS app chart to rwy 01 at Guatemala, you have to set a minimums (BARO) of 5100.

Are you following flight director commands? As long as you follow flight director commands, speed should be in perfect control.

I believe you are confusing design maneuver speed (Va) with flap maneuver speeds. The green bugs are flap maneuver speeds and not design maneuver speed... The flap maneuver speed is the recommended operating speed.

Yes my friend, it is valid for the 737NGX as well... Cheers. Cristian

Waypoint names are limited to 5 characters, this is not a waypoint name, it is one of the many lat/long formats accepted by the FMC... The waypoint names are not limited to 5 characters by Boeing or by the FMC, it is an international standard set by the ICAO...

Exactly as they are with no spaces... S2130.0E07248.0

Except in the B-777, Boeing 777 FCTM says:"Autothrottle use is recommended during all phases of flight. When in manual flight, autothrottle use is also recommended, however manual thrust control may be used to maintain pilot proficiency."

I would say that even more important that the engines is the wing itself... The -200LR and the 777F has basically the same fuselage of the -200 series but with the -300ER wing... That is the main difference, but there are of course many more...

There are several important differences between the -200LR and the -200/-200ER, they are very different airplanes. The -200LR is somewhat similar to the 777F, but not with the -200/-200ER.

that is a feature found in the B-767 series, but it does not work that way in the B-777. There is no altitude pop up into the scratchpad, you just set the new altitude on the MCP and then when you want to initiate the climb or descent push the altitude selector and that action transfer the altitude value set on the MCP window to the FMS and initiate the CRZ climb or descent...

Actually the B-777-300 is longer than the A380...

the rule that talks about admission to the flight deck is CFR 121.547, it has nothing to do with TSA, it is a FAA rule.

Simple answer is NO. there is no minimum legal amount of fuel to be left in the thanks after landing.

That is a good explanation about what the chiller boost fan is. Now if we had the "u/s" at the end of the sentence, simply means that the chiller boost fan is unusable or is not working for some reason. The ATA 21-26-02 is the section of the approved manual that allows the airplane to continue flight operations with this particular equipment inoperative under certain circumstances. As the chiller boost fan is not relevant or important for safe flight operations basically the ATA 21-26-02 tells you that the airplane may continue to flight for up to 10 days before repair or replacement is made to rectify the problem. This particular item does not affect dispatch, performance or impose any restrictions or specific operational procedures.