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About lekijiji

  • Birthday 01/07/1971

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    Here to learn
  1. lekijiji

    P3D training features

    Guys, thanks very much for some very useful answers in here. I'm just waiting for the new P3D release to come out and I'll give it a try. At least, now I have a more educated idea. I do fly the 777 for a living, and I found the PMDG product mostly outstanding even for professional use. I hope P3D will be more stable than FSX, especially when loaded with failures I like to practice on. Just to bring this controversy to an end, the READ THE MANUAL philosophy (when a genuine question is asked) is not at all my style. I've been instructing people of any age flying most of my life, I NEVER EVER dared to answer like that to anybody. If I know the question I just answer, otherwise (like instructors do in most airlines) I either look it up on the manuals and give rference, or - if I'm bored - I let someone else answer for me. And by the way, I don't care if that answer was already given millions of times. It is still the same. If I'm bored of it (which never happened so far) I let someone else give that answer.
  2. lekijiji

    P3D training features

    Wobbie, thank you!!!! You are my light! And you must have A LOT of free time if you spend it writing such useful things on the forum. Good on you! I only wish I had the time you have to say NOTHING on the web. Oh, wait a minute... maybe not.... Oh, I forgot: STEAM!!
  3. lekijiji

    P3D training features

    Ok, I believe I haven't express myself in a clear way. English is not my first language so don't blame me for that. I already struggle with a language that is not mine.. I'll try to rephrase it, hoping it comes across more clearly this time. What are the features that make P3D better for training than FSX?
  4. lekijiji

    P3D training features

    I understand it's a matter of licence, but what does it change between the 2 in relation to training? Nothing?
  5. lekijiji

    P3D training features

    Guys, I 'm looking into upgrading to P3D, and I was asking myself why they claim the sw is for training and not for gaming. In what way? I would be using the sw for training only, but didn't understand what differences are there between, say, FSX and P3D in relation to training. More customizable in terms of failures, weather...maybe? I will use it to run PMDG 777 Anyone willing to explain this?
  6. Hi everybody, I'm trying a 27" Touch screen monitor (Acer T272HL) for my PMDG 777 overhead, and it works great as long as I use touch as a "mouse left click" (fuel pumps, lights, generator sws and so on), but when it comes to use it as "right click" (turn on the APU, Seat belts ON and all the right selection to the various knobs like Demand Hydraulics...) in order to make it work I need to keep it pressed for like 3sec for each selection, which makes the whole experience pointless. Would you have any idea if it was possible to set the "right click" selection different, so that, let's say, if you tap left of the knob the knob goes left, and if you tap to its right it goes right? Any experience on this?
  7. lekijiji

    What triggers the cabin ready message?

    Average cabin ready in a 777 is around 11/12 mins from pushback. I'm away from the sim at the moment, but have a look if this also happens in the PMDG sim as well. If it does, I would again be impressed with this product
  8. lekijiji

    Typical 777 Flaps selections

    I understand we're basically on agreement with everything. Sorry, I missinterpreted the flaps 15 story, I thought you were saying to land with flaps 15 in overweight... I probably wouldn't call "intermediate" any flap position because, as you said, when you need them they're there to be used You'll find yourself using flaps 15 a lot, either for TO and during approach, especially if you flY the 300ER. For TO, is your performance calculation ruling the game, for approach is technique that differs from pilot to pilot. Obviously, if you're flying a steep approach or intercept GS from far and you're heavy, you might wanna use flaps 15 instead of speedbrakes, to maintain speed. But again, you have the option to choose. Speaking about techniques, flaps 25 is a very good setting for landing when you're light (with the 777F it happens more often, obviously), so you might wanna consider that too if you guys want to challenge yourselves with a light, and maybe crosswind, landing. Have fun
  9. lekijiji

    Typical 777 Flaps selections

    I vote for lekijiji 777simmer and I are actually in agreement. Saying the same stuff. The only disagreement is on the usage of flaps 15, but no big deal
  10. lekijiji

    Typical 777 Flaps selections

    Flaps 20 and 25 speed, are NOT AT ALL the same. The similarity is betwenn flaps 15 and 20. And yes, flaps 15 are VERY MUCH used on approach, especially if you need not to accelerate on a GS intercepted a bit far out. For overweight landings you NEVER use Flaps 15, rather 20 or 25
  11. lekijiji

    Typical 777 Flaps selections

    Paul, as you know flap speed depends on weight. The heavier you are the faster your manouvering speed for a given flap selection. Slowing down from 250kts in an approach, reach the green "UP" speed bug in a clean configuration THEN, in order to slow down further, set your flaps to 1 and set speed down to your green flaps 1 bug. When the speed is down to the green "1" bug, set flaps 5 and slow down to the green flaps 5 speed bug. So, this is the concept. The green speed bugs represent the manouvering speed for your weight, so you can consider that as your max speed for the given flap setting. If you don't see the flaps 20/25 speed reference, is because you have not selected flaps 20 or 25. From flaps 5 speed, if you set flaps 20, you must see your green flaps 20 speed bug, and then you slow down to that speed. Hope this helped you
  12. lekijiji


    Guys, just to make sure.. ETOPS certification is just a... CERTIFICATION. It doesn't mean that the 777 CANNOT fly longer than 207 or 330 minutes in single engine ops. The 777 can take-off, climb, cruise, descend, go-around and land 20hrs later with only one engine operative. The 180, 207 or 330mins certification is just a value an operator chooses in order to make its operations economical and efficient depending on the routes he flyes. So why not choose the 330mins straight away? Because it is DAMN expensive, much more than the 207 and much much more than the 180mins. Besides, the operator has to have immaculate records of engine failures and so on.
  13. lekijiji


    The 420nm rule, is a general rule. It is NOT suggested by Boeing. It is left to the operator and approved by its regulatory agency. Just to give you an idea, with 130 B777 on its fleet (and counting..) Emirates is the biggest 777 operator and they worked out 420kts (to be on the safe side) to be their single engine speed for ETOPS ops, which in turns is translated into 420nm circles. Other operator may choose 430 or even 437 (although it sounds extremely weird to me, but...hey, what to do??)
  14. lekijiji


    Mmmh... another extremely complex issue to sort out here... There is absolutely no "in short" to your interesting questions, but let's try to shrink as much as I'm able to.. First of all, what is ETOPS? ETOPS (EXTENDED TWIN OPERATIONS) is the acronym created by ICAO to describe the operation of twin-engine turbine aircraft over a route that contains a point further than 60 minutes flying time from an Adequate Airport, at the approved single engine inoperative cruise speed (under still air ISA conditions). Usually, for B777, the 60 minutes is considered to be a standard distance of 420 nm (because it is considered to fly 420kts in single engine ops). The ETOPS entry point is the point en-route at which the aircraft exceeds 420 nm from the closest en-route Adequate Airport. The ETOPS segment starts at the EEP and ends when the flight path is back and remains within 420 nm from the closest en-route Adequate Airport (img from the FAA site) Now, how far from an Adequate Airport can we fly then? From Wikipedia I copy/paste: The following ratings are awarded under current regulations according to the capability of the airliner: ETOPS-75 ETOPS-90 ETOPS-120/138 ETOPS-180/207 ETOPS-240 ETOPS->240 However, ratings for ETOPS type approval are fewer. They are: ETOPS-90, which keeps pre-ETOPS Airbus A300B4 legally operating under current rules ETOPS-120/138 ETOPS-180/207, which covers 95% of the Earth's surface. ETOPS->180 to Design Limit Again, usually, for 777 ops we can consider the 180/207 minutes depending on the Airline qualification. So, this should pretty much define your planning then: You always have to be within 207 mins from an Adequate Airport (ok, I lied, because you also have to take into consideration FUEL policies for ETOPS Alternate; ETOPS Alternate's weather; Aircaft technical restrictions and a bunch of other stuff that REALLY you don't wanna know at this stage). Ok, but.... how do we use ETOPS on our 777s? We simply.... DON'T Ok,ok let me explain this. ETOPS is a planning requirement. Once the ETOPS flight plan is loaded into the FMC, we just follow it. As simple as that. The requirement, though, is to check - BEFORE entering ETOPS segments - the weather at the Adequate Alternate Airports. If the weather is BELOW minimums, you evaluate whether to continue or re-route NON-ETOPS. A good techinique you could use, is to create a 420nm circle (which represents your 60mins flying single engine bla bla bla) around your ETOPS Adequate airports in the FMC FIX page. 15/20mins BEFORE reaching the very end of the circle you're still flying in, you ask for weather at the ETOPS airport behind you and ahead of you, together with other possible alternates suitable for you. Depending on how the weather looks like, you make a decision. This is a REAL shrinkage of the whole ETOPS bull...t, but I hope it gave you some kind of answer
  15. lekijiji

    PMDG BOEING 777/200LR Weights

    Just guessing, though I believe I'm close enough: It might be because long haul passengers are usually heavier than short haul ones. They carry more hand baggage due to the flights being longer.