FormerSF3
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You do realize that the cost of one payware addon (which you can fly all the time) would buy you 1/10th of an hour in the real simulator. Also 1 payware addon would buy you about an hour in a real airplane.
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Was it 420 indicated or true airspeed? Some manufactures have the flaps locked out above certain speed while others do not. Both have resulted in accidents. One they told us about was a MD11 Flap handle was bumped in cruise. It nearly rendered the aircraft uncontrollable. Other manufactures have a flap blow back device in the hydraulic system to prevent damage. If you talk to an old 727 pilot, they used to pull the slat circuit breaker and deploy the flaps to 1-2 degrees in cruise. However that practice was outlawed. See TWA flight 841.
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Here's another pointer. KIAH will be landing 26 or 8 this time of year. They depart 15 L/R. If your're going to DFW they will give you 15R with a right turn to 350 (landing 26). If they are landing 8, it will be a left turn to 350. You will level off at 4000. Then it's direct CRIED. Most likely your max will be FL250 (center restricted). DFW will be landing SOUTH in the summer. 1% of the time they might land NORTH. Due to the short distance and low altitude, the VNAV might get confused. I would suggest to delete the arrival waypoint altitude constraints that you are already below.
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Okay. He needs to update his database. The route will require him to fly the Beree 1. If he's using FSX, I suggest using 18R. 17C at DFW doesn't display the correct visuals.
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Why are you asking about an Autoland? If you fly using real world weather, Autoland won't be required for at least 6 months from now.
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You are thinking of a large turboprop where the lights are either 28V (battery 24V) or wired to the propeller generator.
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I did notice this quote: Did you check what the max autopilot pitch settings in the aircraft template are? I remember I had to adjust some of these when my freeware couldn't fly an ILS at normal Vref. This is also out of the Century Manual:
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I flew a PA31-350 with a Century III. Your second option sounds like what it used to do. It could fly the ILS, but on some days you had to "help" it. It really depends how much $$$ the owner spends on the aircraft. I flew some single engine that were rock solid.
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JNS has and excellent description. I will add that some of these features have been added to certain aircraft so they can make the climb gradient if the engine fails just after liftoff. Its also a safety feature so you don't have pilots throwing levers close to the ground. See the accident info on TransAsia.
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I depends if it's a through flight or an originator. Usually your at the gate an hour prior. If the plane hadn't flown that day, there is a 15 minute preflight checklist I have to do with various system tests. Most importantly turning on Galley power and possibly the APU if you want coffee. If the plane has just come in, I will go and run through the thru flight items. Such as takeoff config test, fuel pump test , then turn on pitot/window heat. Next I load the ACARS and pull the current ATIS. Depending on cabin temp/outside temp and if I want coffee, I'll start the APU. Then I will go take a lap around the outside of the aircraft. Depending on how early I arrive, I might delay the APU start until I complete the walkaround. Most PDC's or clearances received through the ACARS won't be available until 20-30 minutes before departure. Once it comes through, then you complete the route check verifying the system was loaded correctly. At the 10 minute mark or if they have loaded you earlier, you complete the Before starting Engines checklist. Part of which is only completed after the cabin door has been closed. After reading the original question I will add this: The CA assumes all of my checks I'm responsible for will be completed. The Route check is a crew function as well as the Before Staring Engines checklist.
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I fly in to a large airport with 3 parallel landing runways. They will bring you in on a 90 degree intercept to the localizer to about 2-5 miles from it. Then they will tell you to fly a 30 degree intercept to the localizer. You cannot let most planes intercept at 90 degrees. Most of them will overshoot and end up in another approach corridor.
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One of the planes I fly has both. AHRS will align itself with attitude and heading after about a minute once the avionics are turned on. IRS will only align itself after selecting ALIGN on the overhead panel, imputing a Lat/Long location in to the FMS, selecting NAV on the overhead panel, and depending on your Latitude could take 5-10 minutes. However, without a GPS installed, IRS will know where you are -even pulling in to the gate at the end of the flight. I realign at the beginning of the next flight and usually there is little error or none at all. IRS was built to cross oceans before GPS came in to play.
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February is the cheapest month to book overseas. The summertime is when flight loads are the heaviest.
