Copper.

Members
  • Content Count

    542
  • Joined

  • Last visited

Community Reputation

77 Good

About Copper.

  • Rank
    Member

Flight Sim Profile

  • Commercial Member
    No
  • Online Flight Organization Membership
    none
  • Virtual Airlines
    No

Profile Information

  • Gender
    Male

Recent Profile Visitors

972 profile views
  1. Copper.

    Derated Take Off Options

    De-rates with assumed temp are usual depending mostly on gross weight, notwithstanding other perf factors. But obviously if you’re always flying heavy, you’re almost never going to be derating or assumed temp,especially at hot airports.
  2. Copper.

    Speed target range in VNAV descent

    You’ve made your point, multiple times. youre not the only one who flys these things the manufacturers have evaluated it and implemented it. That’s the way it is
  3. Copper.

    FCOM in NG3

    Probably talking about crossfeed valve. Now required to check preflight and last hour etc etc for etops
  4. Copper.

    747-8 ETOPS procedures

    Any such procedure would be contained in the Supplementary Procedure section in the aircraft type’s FCOM. As such, There is no procedure there for 748 so no is the answer to your question. System wise, the 748 has sufficient redundancy and adequate equippage (generally) of critical systems to preclude any special handling procedures. The key considerations are pre flt planning requirements, airplane suitability and enroute monitoring (weather/fuel/airfield). Off topic, im not sure if it is just a jurisdiction difference, but, there are still obligations to be met enroute meaning edto planning data is still a critical factor enroute. Although it is just a “contingency plan” there is expectation that that plan will be followed except where circumstances preclude the following of that plan.
  5. A split of approx 1pcnt between opt and fmc n1 ref is normal. On real airplanes you can get a fmc n1 limit split between respective engines by usually less than 1pcnt which aren’t simulated as far as I can tell. Generally, alteration of thr limit page data will result in t/off speeds deletion requiring reverifying and selection of vspeeds - a safety feature. im surprised the 748 doesn’t do this because the required data is in fcom and qrh which doesn’t factor required takeoff segment performance and is based on field length, environmental conditions and airplane configuration which is how the 744 and others do it.
  6. Copper.

    Passenger Weights

    If you wish to be myopic by considering only the pic’s responsibilities without considering the wider canvas then by all means, dig yourself and your counterparts that hole from which there is no escape - I’m sure they’ll all appreciate it.
  7. Copper.

    Passenger Weights

    Well, no, the contrary is set in precedence. It is no fault of the pic if the airplane is loaded different to documentation and so culpability is much with party or parties other than the pic assuming wb was good on paper when accepted - especially in the case provided by Mark. There is no issue with this statement. I see it operationally day in day out in normal operations that include 747. Pic still has no control here. The controls are defined in approved procedures and rules, if pic or delegate feels so inclined to rectify on the spot according to these, then kudos to them. Ordinarily, others rectify the problem after crew detect it, then reissue a new load sheet to proffer to crew. Which pic then re-checks then accepts or rejects. It ain’t rocket science, nor is culpability 100% on the pic in ALL cases.
  8. Copper.

    Passenger Weights

    Where in what I wrote did I imply that weight and balance wasn’t taken seriously? All else that you’ve written is covered in my statement in simplified form. I didn’t want to proffer a long winded explanation and still don’t. Fact is - a dept does a job, they certify it has been accomplished correctly... then you check it <insert reason here>. There is nothing sophisticated about this 3 step process, yet, somehow you’ve managed to spend a paragraph making it so. Mark - that has actually happened at my outfit and it went undetected, though I’m sure still within the envelope albeit, a bit mis configured re trim etc. Fortunately, no significant complications except unusual handling and degraded segment performance. There was an error at step 2 as described above - children logged as adults.
  9. Copper.

    B747-8 Beta PIREP

    Yes buddy. You can. The efb handles PDFs extremely well. You’ll see.
  10. Copper.

    B747-8 Beta PIREP

    More testing today from Heathrow to Amsterdam. But of course, the Queen is subject to none and so, is number 1 in sequence! About to leave the shores of England Over the Channel And finally, into Amsterdam.
  11. Copper.

    Start up issues - I think I broke it

    It could be possible that another program that you are running with/for fsx is interfering with fsx. Could you list here what programs you are running in addition to fsx and the PMDG ngx. At the fsx flight screen, I usually load things up in the following sequence: airport, time of day/date, weather and then finally, the ngx. Give the ngx the opportunity to load properly before clicking “fly now”, I usually give approx 20secs as I have ssd, hdd may have to wait a little longer perhaps. This method has worked for 7 years of ngx flying. real basic and normal stuff - but are you running the installation process and fsx every time you open as “run as administrator”? This too, can have positive or negative effects if you don’t. Most important is to provide a list of programs you’re running at the same time as the ngx as the ngx typically works normally.
  12. Post them up; Would love to see them! Actually, seeing the other chap’s photos encouraged me to improve sim looks. I have been messing with PTA since I saw Carl’s awesome photos. im trying to get the balance right. Night lighting is what I’m concentrated on at the moment.
  13. And finally, for my final contribution, Part 2... my arrival to Hong Kong, into a healthy 32 degrees C with a bit of scattered cloud at 3000ft. Enjoy!
  14. Hello ladies and gents (copy and paste of my previous post) [PMDG 747-8 i/F is a Work In Progress] The 748i is an absolute dream to fly manually! I would have a field day doing Cessna type VFR roam flying in it under manual control. In the short time I tested it today, I hand flew it as much as I practically could. I had no problems flying with autothrottle and autopilot disengaged on the Approach in VMC and low workload conditions. I needed to do a few base circuits to get used to it as she is her own character because as Carl says, this bird is a mix of old and new. It is strangely familiar, but also so acutely different. You do feel in command of a 747, but that slight (not 100%) feeling you’re in command of a 777/787. The 8i has a roughly 45tonne (99.2k lb)/27tonne (59.5k lbs) mtow/mlw difference from the -400 meaning performance, even off long runways, needs careful attention. Environmental conditions and airplane condition on takeoff need careful attention at the high gross weight end of the spectrum. Queue PMDG’s Onboard Performance Toolbox (OPT) via the onboard EFB. Having the EFB and the ACARS adds another dimension to aircraft operation which adds time. Of course, if like me, and you just want to get in and fly, you can absolutely do that! If you want to play airline pilot and use all the bells and whistles to their fullest extent, you can do that too! Not wishing to hype this aircraft up, but there is in fact a hidden magic to it, and it is absolutely and surprisingly marvellous. Boeing themselves have done an incredible job in retaining commonality with the ol’ faithful Queen of the Skies (-400) whilst simultaneously invigorating it with avionics that puts it on par with her more contemporary and modern family members. Need a simple but extremely effective example? The eCL’s or, electronic checklists - For those that operate the PMDG 777, you are no stranger to this. But to those of us who don’t, this function is a godsend. So simple, and not new, but so intuitive and very effective. You can see why, for so long, the 747 is traditionally considered the pinnacle of aviation. Because, even in the sim, as graceful as she is, you do get the sense of her weight and imposing geometry. Mistreat things, and there will be consequences - she is just too big to be a lazy and reactive pilot. Only the sharpest and dedicated of the pilot group will do for this bird. No exceptions. PMDG in my opinion, have of course done us a tremendous service and have represented the Queen, in this context meaning the 748, faithfully.