berts

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  1. Aaron, there are so many unknown variables in your videos that it is virtually impossible for anyone to say with any certainty what might be causing your alleged landing problem. For example, you do not say what your landing weight or approach and touchdown speeds are, at what point you are selecting and applying reverse thrust, what autobrake setting (if any) you are using, if you are inadvertently applying manual braking instead, if you have armed the auto speedbrakes, what the landing conditions are (OAT, W/V etc), or if what you are seeing is more pronounced with Flaps30 compared to Flaps25. What I can say is that your videos do not appear to resemble anything like a genuine hard or bounced landing, so I think you can rule that one out. I also don’t think the different landing gears touching down is anything to go by either, but as others have already said perhaps your terrain/mesh scenery could be a factor, although I don’t know. Whatever the reason, it is easy to forget when flying aircraft like the PMDG QOTS that this is a PC simulation and not the real thing! If you look closely at your first video (v4 02 11 2018 19 11 29) I think you will see what I mean by your unknown variables, because I can see evidence of a poor flare and landing technique here. First of all you were slightly high on the approach during the last view of the PAPIS, then at 50 secs into the video it looks as if the nose is raised by more than the normal 2 degrees in the flare. The aircraft then floats for a few seconds before at approx 54 seconds a rapid nose down pitch change can be seen, but there is no immediate increase in elevator deflection to compensate for this until some two seconds later (ie. immediately before nose gear touchdown which is far too late). Then, again at 56 seconds and with the nosewheels already on the ground the spoilers can be seen extending fully, which indicates that you were also late selecting Reverse Thrust (the ground spoilers will deploy fully as soon as the main gear touches down when Nos. 1 and 3 thrust levers are closed and provided they have been armed for the landing). Next time see if this cures your problem: Raise the nose by 2 degrees at 30ft RA for the flare, hold that attitude and at the same time smoothly reduce the thrust to idle. On touchdown immediately deploy the speedbrakes if they haven’t extended automatically and simultaneously apply braking and reverse thrust. You should then smoothly fly the nosewheel down to the runway without delay and DO NOT let it drop. Happy Landings!
  2. berts

    Manually Tuning ILS

    To manually tune an ILS in the QOTSII you must include the ILS inbound (front) course together with its frequency. However, if a frequency is already displayed it is possible to input the front course only. The front course will default to the runway course if the runway is on the active route and only the frequency is entered; otherwise it defaults to 000 or the previously entered front course. To remove a manually tuned ILS frequency when finished just press the DEL key and insert its Scratchpad message into LSK 4L so that the ILS tuned frequency will return to PARK and then normal auto-tuning. The PRESELECT feature is useful when making approaches to two or more parallel runways, such as at KLAX, because it allows the ILS frequency and course of either one of two adjacent runways to be pre-loaded and easily selected in the event of a runway change during the approach.
  3. You are correct about the risk of fuel contacting the wing trailing edge, although the risk of this happening is greatest when the Leading Edge Flaps are in transit, so strictly speaking you must not extend or retract the flaps between 1 and 5 during fuel jettison. Provided they are not being moved from Flaps1 or Flaps5 then the risk of this happening during fuel jettison is minimal.
  4. berts

    Aircraft Skeleton in P3Dv4.3

    You don't say anything about what PC hardware or simulator software you are using, but one way you to eliminate this type of graphics issue is to tweak your graphics card settings, or perhaps better still update your PC and graphics card to a higher spec. Have a look on the hardware forums for any advice that is relevant to your own setup.
  5. berts

    P3D 4.4 & 8i: Smooooth

    You should also consider Fly Tampa's old Hong Kong (Kai Tak) airport too, because their scenery of Hong Kong Island and Kowloon is pretty good. There is nothing like a challenging IGS approach onto RWY13 in the QOTSII or the -8i/F with a Typhoon 150 miles to the south and heading your way to get the adrenalin flowing freely!
  6. Good point Dan. The visibilty at Anchorage on some days has to be seen to be believed and 90nms given over the R/T is not unheard of. In Europe and the UK you are lucky if it is more than 9kms or CAVOK!
  7. The ECL uses a generic checklist, so I very much doubt if the ability to edit it will be made available - at least not until Dan gets his B747-800! Mind you, the addition of a generic After Landing Checklist would be a nice touch because it will save any embarrassment of taxying to the Gate with the Landing Flaps still extended.
  8. I believe the EFB is still a work in progress. Certain B744 operators use Flaps20 as their Standard Operating Procedure and for safety reasons will only consider using Flaps10 when there is a definite performance advantage. Accidents have happened in the past where the wrong takeoff flap setting has been used.
  9. berts

    Landing altitude B747-800

    Not as sad as seeing a Concorde or TSR 2 in a museum, because both of these aircraft were engineering marvels and way ahead of their time. Incidentally, manually setting the pressurisation can result in an emergency descent if you are not careful; especially if you start messing about with the Outflow Valves in manual!
  10. berts

    Landing altitude B747-800

    It is provided by the FMS when in automatic and you will see the landing altitude information displayed on the primary EICAS followed by AUTO. If you push the LDG ALT switch it changes the control from automatic to manual and vice versa. In Manual the landing altitude is set by rotating the Landing Altitude selector and you will see on the primary EICAS that the AUTO message is replaced by MAN. The Manual selection is not normally used unless it is called for due to a 'LANDING ALT' message, or as part of a Non- Normal Checklist, such as a double FMC failure.
  11. It probably will, because you never know who might be watching you via ACARS! If you are aiming for realisim it's always a good idea to input the correct times into the ACARS unit.- i.e. ETD (Estimated Time of Departure) and ETE (Estimated Time En-route).
  12. Who knows, maybe the PMDG 744 is clever enough not to allow you to do this? Seriously, the first thing you are doing wrong is planning to jettison fuel in a standard holding pattern because you should never dump fuel whilst holding (areas of lightning discharge, static and heavy precipitation should also be avoided). The second point is if you need to hold you should ideally do so over a known FIX rather than a PPOS, because the FMC will then limit the size of the displayed holding pattern to a maximum size that is less than either the FAA or ICAO holding pattern criteria for the appropriate protected airspace. However, I think your airspeed is probably too high for the hold and this might go some way to explain the strange holding pattern behaviour you are seeing, You said the aircraft is overweight and I am assuming here that the aircraft is clean, so your airspeed is likely to be be significantly higher than the normal FMC constraint speed, even allowing for the fact that it will still attempt to fly the displayed holding path using a bank limit of up to 30 degrees. In this case it is perhaps worth noting that no message is given by the FMC if the displayed hold cannot be flown by the aircraft because it is unable to follow the computed path. It will simply give up the ghost as far as the hold is concerned and that is why you should always monitor the lateral trend vector and be prepared to take over control (e.g. HDG Mode) at any time the aircraft fails to follow the computed path.
  13. Try changing your current aircraft from the FA-18 to the AirCreation Trike Ultralight (and your current location to Friday Harbour too); then save it making sure you have ticked the box to 'Make this the default flight'. This will return your FSX-SE Sim more or less back to its original default aircraft startup state at Friday Harbour, As has already been said, you should always aim to start a fresh Sim session with the PMDG aircraft you want to fly; otherwise you can expect to see the PMDG warning message every time if you try and load one of their aircraft after using anything other than the default aircraft first. This should fix your problem once and for all the next time you start the Sim, because the FA-18 is NOT the original FSX/FSX-SE Default aircraft.
  14. More information is needed about your setup, but the problem you describe is unlikely to be caused by all of your PMDG aircraft. Previous Win10 updates have caused issues with multiple displays not working properly with these cards in the past, so the first thing I suggest you check is your multiple display settings and surround spanning options. Make sure you also have the latest Nvidia graphics driver installed for your card. Have a look online and in the other Avsim Forums (e.g Monitors | Multi-Monitors | Video Cards | Drivers and FSX, P3D, Win10 etc), because there is a good chance you will find an answer to your graphics issue there. Don't forget you need to sign your posts in these forums too.
  15. berts

    Key mapping heading select knob?

    David, This is much easier to accomplish if you have the Logi-Saitek Multi-panel and configure it using Spad.Next (or FSUIPC), because you can configure the built-in HDG controller. It is well worth buying this panel and the switch panel if you don't have them already, because it makes flying complicated aircraft, like the PMDG744 and their latest -8, more enjoyable and easier to operate. PMDG aircraft have a host of variable events of their own which can be easily configured using Spad.Next. For example, I am currently using the Multi Panel's pitch trim wheel to control the EFIS CPT range and it works flawlessly with the 744 and -8. My Flap selections are made using a Logi-Saitek USB Quadrant.