berts

Members
  • Content count

    207
  • Joined

  • Last visited

Community Reputation

39 Neutral

About berts

  • Rank
    Member

Flight Sim Profile

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

Profile Information

  • Gender
    Male

Recent Profile Visitors

709 profile views
  1. berts

    Hey PMDG. Here's an idea

    Right on! There's another word for 'simply grabbing money' and it's called greed. There is a usually a very different need between those who purchase software for use at home (e.g. as a hobby) and those who must rely on it for their profession or business. The former are likely to be more willing to pay for a one-off purchase or licence and then only upgrade occassionally whenever a new feature makes it worthwhile; whereas the latter are more likely to require software that is always up to date in order to remain competitive. For me, two of the most important considerations when buying software is value for money and is it bug free. That's why I normally wait for at least version 3 of anything to come out and, having enjoyed the original PMDG B744 DVD version, why I like the QoTS v3 even more! Bertie G
  2. berts

    PMDG Simulation Center

    Robert, Flight Deck Solutions hardware seems to be aimed at the high end, professional training sector and the cost is likely to be out of the reach of most Flight Sim hobbyists. Are there any plans to produce a more affordable B744/747-8 software/hardware package along the lines of their former Jetmax B737/777 products? Will the 747-8 device also work with your GFO product? Bertie G
  3. berts

    Windshield failure

    There's no need for goggles if you fly through volcanic ash, because it will sandblast the windscreens for you and make them opaque, as well as damage the engines and electronics. This happened to a BA Jumbo many years ago whilst en-route to Perth in total darkness and all four engines ran down. The ash cloud did not show up on radar and apparently there was no QRH procedure for volcanic ash contamination and avoidance at the time, so the crew had their hands full getting to grips with what the problem was and then attempting to restart the engines. Fortunately, they managed to get all four engines going but had to shut one down during the diversion to Jakarta because it was badly damaged by the ash which had melted onto the engine blades and ruined its normal airflow. The crew did remarkably well under the circumstances and the Captain was able to land the aircraft manually on three engines, but apparently he had to stand up until the last minute because he could only see out of the bottom left hand corner of his No.1 window - vision out of the rest of it was totally blurred due to the sandblasting effect caused by the ash. It is almost impossible to break the windows of a commercial jet aircraft. I shudder every time I think back to the awful image of the Pan Am Lockerbie Jumbo cockpit lying on its side in a field with the copilot's window intact. The other accident you refer to was to a BA 1-11 Captain's windscreen and the co-pilot landed it safely at Southampton. The Captain went on to make a fuill recovery and returned to flying. He is reported to have said that the only reason the crew kept a tight hold of him was because he had his wallet in his back pocket! Bertie G
  4. It is also alleged that a local airline changed their boarding music to Teddy Bear's Picnic and the Forestry Department ordered six.
  5. It all depends on what part of the world you are in and what you mean by "the gallon"; because Jet fuel can be loaded in either Litres, Imperial Gallons, or US Gallons. Even more potentially confusing is the fuel's specific gravity which also has to be taken into account when converting the fuel load required into either LBS or KGS for use on board the aircraft. Get any one of these calculations wrong and you might end up doing a dead stick landing somewhere! Bertie G
  6. Dan, neither could I; but going solo on a 90cc Honda after only 8 hours must be a record! I wasn't so lucky because I had a 250cc Francis Barnett which I almost gave away to one of my instructors when I learnt to fly. No, it was not meant to be a bribe, but I cry when I think that the bike is probably worth more now than the aircraft I flew in! Bertie
  7. Hi Simon, There may be some merit in what you say, although I haven't researched the EK 777 accident. However, what you say about the thrust levers didn't work for the unfortunate Airbus test pilot either, when he tried to carry out a low go-around at an airshow many years ago and crashed in the woods. This should have been a relatively straightforward manouevre, so if it is reasonable to assume that he didn't fully understand his aircraft's computerised systems at the time, what chance has the average professional pilot? At least on a Boeing the Thrust Lever movement always works in a logical sense (just like the gas pedal in a car) whenever the pilots or autothrottle change the thrust required. I suppose from a piloting point of view the one thing Airbus, Boeing and all of other aircraft manufacturers have in common is that you pull back to go up - and you pull even further back to go down (N.B. not applicable to some hang-gliders and microlights)! Bertie
  8. Why on earth can't the different aircraft manufacturers standardise on this sort of thing, because it would make life as a newly converting pilot just that little bit easier - and safer? For example, I will never understand the Airbus logic of having thrust levers that do not move in the correct sense when the power is increased or decreased with the autopilot and autothrottle engaged. Bertie G
  9. berts

    vnav problem 747 v3

    You're welcome!!! Good luck with the tutorials and happy flying, because the QOTS B744 is amazing. Bertie
  10. I knew the Careted message should be there somewhere! I would be interested to know if your QRH procedure for "FMC MESSAGE" is real world or not. Logically, with both FMC's failed you would think Boeing would have produced a "FMC BOTH" message, but this is not the case on any B744 variant as far as I am aware. I hope you enjoyed your standby nav exercise because of all the non-normal procedures the failure of both FMC's is potentially one of the most unusual and demanding. All you have to work with are the MENU pages, Alternate Navigation, RADIO, IRS, IRS PROGRESS and IRS LEGS. Bertie
  11. berts

    vnav problem 747 v3

    As you have now discovered, you have to fill in all of the 'boxes'! Enjoy the steep learning curve and remember it helps if you always follow the tutorials carefully first - read twice and input once! Bertie
  12. berts

    vnav problem 747 v3

    If you are seeing this message then you have definitely not completed the initial loading of the FMS correctly. As Kyle has said, pilot input is the issue (sorry, but that means you!) and not the QOTS's VNAV. I suggest you double check each tutorial step from the beginning, starting with the Index page. A good general tip is to use the 6R Key when each entry page is completed, so that you can then go to the next FMS page in turn until you have finished entering all of the data correctly for your flight. Make sure you have also activated the three calculated FMC PERF speeds in the FMS too and remember to check them again if you change any performance information, otherwise VNAV won't work, You won't be able to arm VNAV prior to takeoff if you haven't loaded the FMS correctly. Bertie G
  13. This is very interesting, because I know of at least one B744 operator that does not have a QRH procedure for this EICAS message and that is why the Caret (>) is present in their >FMC MESSAGE. As you say, Jon, the difference in the format of this same message might be explained by the later introduction of a QRH procedure when CPDLC and PBCS came in, or they might both be present on different operators. In any event, the (>) FMC MESSAGE is rather basic and ought to be self-explanatory to all B744 qualified pilots, so I am rather surprised it needs a QRH procedure; but then flying and navigation was less reliant on computers and their messages only a few years ago! I have considerable sympathy for the PMDG development team, who must find it very difficult trying to model as accurately as they do all of the different Boeing aircraft and airline configurations that are available in their Ops Center. Bertie
  14. I am fairly certain that Boeing will have standardised their basic EICAS messages, so my guess is that the ">FMC MESSAGE" will be careted on all B744 aircraft. Like you I'm not that familiar with the B777, but why would Boeing want to change something if it works well and re-invent the wheel? As you probably know, all the Caret symbol means is that there are no procedural steps for the alert message. Bertie
  15. The Reserve Fuel figure to use will be shown on your Flight Plan. If you want to calculate it manually then you will need to obtain a set of Performance Tables for that aircraft type. As a general guide, the B744 uses approximately 9,000Kgs fuel per hour at a typical landing weight, so your minimum Reserve Fuel figure is likely to be in the region of 4,500Kgs - give or take a few 100Kgs either way. The Cost Index to use in the FMC (anything from 0 to 9999) will also be published for the flight and it is used to calculate the aircraft's ECON speeds for the flight. A Cost Index of 0 will result in minimum trip fuel for the flight and therefore maximum range. You will sometimes see a Flight Plan which also shows a Total Reserve fuel figure as well, in which case this higher figure may be input into the FMC. This Total Reserve figure can be generated for a number of operational reasons, such as Island Reserve where there is no suitable Alternate, or perhaps on a long range re-clearance operation where an en-route alternate is nominated as the initial destination, but always intending to land at the scheduled destination. Most 744 pilots I know are definitely more comfortable landing at their planned destination with more than Reserve Fuel - i.e. at least 10,000Kgs in tanks! Bertie