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About Driverab330

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  1. Driverab330

    Flight controls

    Personally I increase the sensitive and decrease the null zone of my yoke to make the 777 flies more or less like the real one. The flight control should be responsive most of the time when the speed is within range. also make sure you are always in trim when flying the 777 as well. If your trim speed is incorrect me set too high you will find it really hard to flare.
  2. Driverab330

    understanding trim air behaviour

    Because air coming out from the packs can be extremely cold, I.e. sub zero temperature. and just like what Alan had explained that each air conditioning zone generate heat at a different rate. Therefore you may find for example, the trim valve is always open in the cockpit as well as in First Class and business class. However the position in EY may be different. As as long as you don’t get any EICAS msg and the temp feels right and there is no complian from the ISM. I don’t think most of us would even bother to look at it closely. Good observation by the way.
  3. Driverab330

    Landing Data

    An A0A indicator provide very useful info. However the only time where I did an approach solely rely on AOA information is when using the BUSS (backup speed scale) on the A330. It is indeed a very useful feature in the event of unreliable airspeed indication.
  4. Driverab330

    Landing Data

    Thx for the info, I have never have the privilege to fly the 772LR in real life which I would love to.
  5. Driverab330

    Landing Data

    On the 777, Vref is only weight dependent. Actually it is the same as Airbus Vref = Vls on the landing distance calculation guide in the QRH, but on the airbus the amount of headwind component of greater than 15kts will change a the approach correction which increases the to above 5 kts. And as you have already know the standard airbus Vapp is Vls + approach correction which is quite often Vls + 5 just like the 777. on the 777, life is much easier. Wind never changes the Vapp which is always Vref 30 or 25 or 20 (for eng out) + 5 kts, unless the wx condition is necessary for the pilots to bug up more up to Vref + 20kts. But the books says the A/T is react fast enough in gusty condition even without any bug up. in general, on the 777 wind only affects the landing distance but not the Approach speed. Elevation of an airport may be significantly affects the landing distance. Low QNH has similar effect as landing at an airport with some elevation but never have a significant effect. Temperature is usually not a big factor.
  6. Driverab330


    Yes you are right. Real 777 hardly gets any off track with AP on. Even with 150kts tail wind in a turn over 80 degree over China at high altitude. Because the track will be adjusted with GS and AOB limit. Except when the waypoint is a flyover waypoint, then the airplane will overshoot the magenta line drawn after the waypoint. The other cases of unintention off track will happen during an RNP / RNP AR approach when the speed restriction on approach is exceeded by the pilots. In that case the airplane will not the able to follow and RF leg accurately because the AP usually won’t command more than 30 deg AOB. I never fly in in cruise using PMDG 777 so I cant really comment on whether your situation is normal or not, I guess sometimes you just have to live with the constraint that flightsim has. For example the RNP AR APPROACH in FSX is never like the real airplane either.
  7. Driverab330

    RW Inflight Long Haul Question

    I took above pictures when I was coming back from London a long time ago. The first one was taken north of Almaty, and as you can see the terrain sharply rises as we go pass Almaty approach a waypoint called XKC into China. And we were cursing at about FL340 - 360. And you can see how close we were to those hills. This is the where Tin Shian ranges located. Most of the time, we fly over there at night or in IMC, so people could hardly see anything. It can get really bumpy in winter because the jet stream is usually sitting right on the top of those mountain ranges generating lots of mechanical turbulence.
  8. Driverab330

    RW Inflight Long Haul Question

    I found that one online, apparently someone posted one up already. See if I can post the rest of the charts, because I am not quite used to posting pictures in avsim. The most critical one nowadays I found is not Y1. Y1 isn’t bad because you will have a “break” of super high terrain in the middle of the route. There is plateau of some sort after passing waypoint SADAN. Yes, similar charts over South America will be interesting.
  9. Driverab330

    RW Inflight Long Haul Question

    This is a "common one". This graph depicted the 2nd half of the Y1 route coming in from Almaty and only for depress. There is another chart which looks very similar to this one for ENG INOP, but it is never limiting at this part of the route going East Bound towards China because the airplane is relatively light.
  10. In real life we have an APP called WSI provided by our company which provides us a number of different types of weather forecasts including one similar to the one you have shown. like Kyle said, the dispatcher won’t care, because TS and typhoons / Hurricanes moves around. That’s why we have onboard wx Radar. the SIGWX gives you a roughly idea of which part in the route you will need to dodge some weather. Typhoons usually won’t affect the flight too much when cruising above FL350. However when transiting through the center of the typhoon the temperature increase significantly which you will see a marked drop in FMC REC MAX. Therefore if your flight plan had you flying near a typhoon, make sure you have at least 1000-2000ft from REC MAX. Same goes for TS region but not as significant.
  11. Driverab330

    777X cockpit

    Touch screen... right just imagine a guy using the touch screen after having a couple of croissants. 😂 And then the sun just come up, reflecting a layer of finger prints on the PFD and ND. Personally, having flown both the 777 and A330. I prefer the yoke on the 777. It is much more intuitive to fly especially take off and landing in crosswind. The fact that you can cross control nicely on the 777 is really helpful. Also for trainers, the ability to be able to see the input from the other side is a huge plus. I know i much prefer a table in cruise, but the engineering Boeing put in to make an `FBW airplane to feel like a conventional airplane is truely phenomenal.
  12. Driverab330

    RW Inflight Long Haul Question

    Yes Jon, same here. Readly + 12.9” iPad Pro is the way to go. My Pmdg 777 never leaves the more than 20nm from the airports. Likewise I mainly use it to fly circuits, practice the visual aim point as well as trying to become familiar with airports either I have never been to before. Or refresh on some of the visual manoeuvres which I have to do in real life ( the famous and one of my favourite Carnasie approach into JFK or the LDA 22 into RJTT) flight sim sim gave me a very good visual picture as to what I expect to see in real life. This is why I sometime will buy scenery add-ons to enhance the overall experience. With all due respect to PMDG, the failure simulation especially the airplane flying characteristic on V1 cuts is no where near what I will get in level D sim. Therefore I rarely use it for emergency procedure training. likewise I started playing Fsim when I first got my computer roughly 20 years ago. And FS98 was my first computer game, it never stop since then, it still the only reason why I still have a conventional desktop computer at home. Being a pilot has always been my dream. Fortunately an opportunity came up after I finish my university study. And here I am having also lucky enough to have flown both the 777 and Wide body Airbus.
  13. Driverab330

    Plan Direct vs Airways

    To answer your question, it really depends on where you are flying and the filing restriction from the relevant ATC units. Most Flexi routing crossing the Pacific are DIRECT Routing where oceanic waypoints are often 400miles apart. For these routing, the flight plan in general must contain a waypoint at each FIR. a typical routing before entering the first oceanic waypoint would be via normal airways in most of the FIRs. Except coming leaving departing out from SFO / LAX / JFK / ORD / YYZ where direct routing is almost always planned (I have never seen an exception so far, except out of SFO / LAX sometimes you may be planned to follow the airways until abeam Portland before heading out to the pacific, but in practice, after airborne ATC will give you direct to the first oceanic waypoints as soon as possible. ) For Polar routes coming from the east coast of USA to Asia, direct routing is used until reaching the polar entry gateways i.e. ABERI, then the rest of the route will have to be flown over published airway within the entire Russian FIR, Mongolia and China with minimal direct possible. Like Kyle had mentioned previously, despite filing a flight plan using airways, it is very common to get 400-500nm direct by ATC these days. Especially when flying in US or over Europe. When flying to Europe (Going to AMS / LHR / CDG ), I always get a direct to a starting point of an arrival just after entered into Sweden airspace. Typical example is Direct to EEL and ARTIP or sometimes to GORLO if going to LHR.
  14. Driverab330

    RW Inflight Long Haul Question

    Is 320C you mentioned one of the 707 series? The 777 AP seems to hold up quite well. Except in one occasion over central China, I was bouncing in CAT on my way to Amsterdam ATC gave us a Direct to cut a corner and LNAV commanded 20deg AOB turn which almost trigger the stick shaker. I had to go TRK SEL and limit the AOB to 5 deg in order to smooth out the turn.
  15. Driverab330

    RW Inflight Long Haul Question

    Is 320C you mentioned one of the 707 series? The 777 AP seems to hold up quite well. Except in one occasion over central China, I was bouncing in CAT on my way to Amsterdam ATC gave us a Direct to cut a corner and LNAV commanded 20deg AOB turn which almost trigger the stick shaker. I had to go TRK SEL and limit the AOB to 5 deg in order to smooth out the turn.