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Found 16 results

  1. Name: Twentynine Palms traffic pattern in L-39 Category: FS Aircraft Date Added: 09 July 2015 - 01:10 AM Submitter: Calypte Short Description: Twentynine Palms right hand traffic pattern flown in Aero L-39 Albatros Twentynine Palms right hand traffic pattern flown in Aero L-39 Albatros. Great scenery by 29Palms.de Aircraft by Lotus Sim Movie by CalypteAviation. Twentynine Palms Airport (KTNP) View Video
  2. Just an observation on the website - I found the text on the tutorials page very difficult to read. To a lesser extent some of the text on the Purchase page is also difficult to read.
  3. I am pleased to announce a rather different approach to flight simulation videos. A 6-part B777-300ER tutorial demonstrating a long-haul flight across the Pacific from YSSY to CYVR using the PMDG simulator. The tutorial is intended to educate, entertain and to provoke informed discussions on this forum by covering flight planning, flight preparation, departure, en route and arrival procedures. It includes planning for and execution of ETOPS and re-dispatch procedures. I decided to make the captain the centre of all views. So, no views that a real-world captain cannot see. The tutorial element is supported by voice interactions with both the crew and air traffic control and extensive helpful texts. You can also view the flight plan. A full list of hardware and software used in the making of the tutorial is included at the end. Please contribute your comments as posts to this forum.
  4. A couple of questions I'm having regarding tutorial 1. First, when entering the route our next leg after CLACTON begins at UL620. I could not find UL620 on any of the charts provided at the end of the tutorial (it looks like it's somewhere between the right edge of the CLACTON SID and the left edge of the SCHIPHOL Standard Instrument Arrival Chart). Would UL620 normally be displayed on a different chart - like an enroute chart? I'm one of these people who say "Where the heck did they pull THAT waypoint from?" :-) Second, I seem to be consistantly dropping out of LNAV while descending to SUGOL. From initial setup all the way there, the FMC is alerting me that 250kts is unattainable at SUGOL, even though I'm going in and editing the waypoint to read "250B" as instructed. In order to reach 250 by SUGOL, I've been deploying speedbrakes when I reach TOD and the auto-throttles retard to help slow the downhill portion of the flight before SUGOL. That's the only configuration change I make on this segment of the flight. Can anyone tell me what I'm doing wrong?
  5. Hello flightsimmers, To those of you who would like to use their beloved Level-D 767 in Prepar3D v3.2 with the ability to access and modify the Level-D menus, I have created a video tutorial for you. Here is the link: I hope it will be helpful to you. Have fun watching!
  6. Our desktop flight simulators, for all their shortcomings, are quite good platforms for picking up and practicing the basics of instrument flight and navigation. In this short series of articles we will look at the basics of the instrument scan, flying basic manoeuvres on instruments, radio navigation procedures, instrument departures and approaches, and en-route IFR operations. The Instrument Panel The full panel is made up of the 'basic six' flight instruments. These in turn can be divided in to two categories -- the pressure-operated instruments, connected to the aircraft's pitot-static system, and the gyroscopic instruments -- which take their information, as the name suggests, from spinning gyroscopes. The 'full panel' is said to consist of the 'basic six' flight instruments, illustrated above. In modern Western aircraft these are typically laid out in the so-called 'basic T' layout highlighted above. The airspeed indicator (ASI), altimeter and vertical speed indicator (VSI) are the pressure-operated instruments and provide information about airspeed, height and rate of climb or descent. The remaining gyroscopic instruments -- the artificial horizon (or attitude indicator), turn indicator and heading indicator -- provide information about aircraft attitude, rate of turn and aircraft heading. Although modern airliners are equipped with a great deal of sophisticated electronic equipment, the basic six flight instruments and the proper techniques for their use have changed remarkably little since the first 'blind flying' experiments in the 1920s. As an instrument pilot you must learn to trust above all else what you see on the instruments, and become proficient in flying on both the full panel and the limited (or partial) panel. The B747-400 Primary Flight Display retains fundamentally the same 'Basic T' layout as a traditional analogue instrument panel. Photo credit: Markus Vitzethum For a given aeroplane weight and configuration, a particular attitude combined with a particular power setting will always result in a similar flightpath, be that level, climbing, descending or turning. Any change of power and/or attitude results in a change of flightpath and/or airspeed. For this reason, the attitude indicator (AI) and the engine power gauges (RPM, manifold pressure, N1 etc) are known as the control instruments. The remaining instruments are the performance instruments, as they show how the aeroplane is performing as a result of the selected power and attitude. Scanning The first step to becoming a proficient instrument pilot is to develop a good instrument scan. A pilot with a good scan is always looking at meaningful information: simply attempting to scan all the instruments all the time does not achieve this objective! Because power + attitude = performance, the attitude indicator is arguably the most important instrument we have available to us. As long as we have the correct power set on the engine gauges, and are holding the correct attitude on the AI, the performance of the aeroplane will be very close to what we want. Once set it is unusual for the power to change very much, and therefore only occasional glances at the engine gauges are required for confirmation. The attitude, however, will change dynamically and for this reason the instrument scan always starts and ends with the attitude indicator. The most common type of scan is known as the selective radial scan. Why? It is selective because only the instruments most important for the manoeuvre are selected and prioritised. It is radial because the scan is centred on the attitude indicator and moves radially out to another instrument, before moving back to the attitude indicator In straight and level flight, for instance, the most important instruments are: The AI (which indicates that the wings are level and the correct pitch attitude for straight and level is set) The altimeter (which confirms that the height is constant) The heading indicator (which confirms that heading is constant -- further, if the wings are also level it follows that the aircraft must also be substantially in balance) A simple scan for straight and level flight, therefore, could be AI - altimeter - AI - heading indicator - AI, and so on. Of course, it is prudent to also periodically scan the other instruments, but only perhaps every fifth or tenth cycle, for instance. A typical scan for straight and level flight. Note the emphasis placed on the AI, altimeter and heading indicator. What about a level turn? Again, the AI remains of prime importance to set the bank and pitch attitude, and the altimeter remains important to ensure height is being maintained. The turn and slip indicator is also important in order to maintain balance and rate of turn. However, if we are changing heading significantly, it is probably not necessary to scan the heading indicator at a high rate initially. For instance, in a standard rate turn of 3° per second, a 180° turn will take one minute: so initially we might only scan the heading indicator occasionally. However, as the target heading is approached we would want to scan the heading indicator increasingly frequently in order to ensure we roll out accurately. Remember, the proficient instrument pilot is always looking at relevant information. Typical scan for maintaining a level turn at constant bank angle. Note that the heading indicator will also need to be scanned increasingly frequently as the target heading is approached. Other useful scans include the vertical scan - used, for example, when referencing an enroute chart or other document - or the more relaxed circular scan, which may be used to monitor the aircraft’s performance in cruising flight, perhaps with the autopilot engaged. The vertical scan (left) and circular scan (right) may be used enroute when navigating, or in the case of the circular scan, to monitor the aircraft's performance when the autopilot is engaged Another type of scan is the inverted V scan. This scan - covering the AI, turn and slip indicator and VSI - may be used if an instrument failure is suspected, as the three instruments scanned are typically driven by independent systems. In many aircraft the AI gyro is vacuum-driven, whilst the gyro for the turn indicator is electrically driven. The VSI, meanwhile, uses the static system. As a result, a failure of any one of these systems would result in two out of the three instruments agreeing whilst the instrument driven by the failed system would show a discrepancy. The 'inverted V scan' is useful for determining if an instrument has failed Scanning Mistakes Apart from trying to look at too much at once, perhaps the most common error in scanning is fixation. For instance, the pilot may stare at the heading indicator, wondering how the heading has drifted ten degrees away from the target, missing that the aircraft has entered a climb. It is important to keep your eyes moving and keep seeking relevant information for the manoeuvre you are flying. Building an effective instrument scan is rather like reading a book, or this article -- rather than reading each individual letter, you are instead scanning and interpreting the words and sentences as a whole. In the same way the proficient instrument pilot will read the panel as a whole, rather than each individual instrument in isolation. In the next article in this series, we’ll look at putting the instrument scan in to practice with some basic flight manoeuvres and techniques.
  7. So, when loading one of the presaved tutorial flights i.e 'Before Takeoff' or 'Before Top of Decent', for the EHAM-LOWI tutorial, the FMC does not allow any editing. I can copy entries into the scratchpad, I can see all the different pages on the FMC, I just can't actually edit anything. Any ideas?
  8. Hi people, I am a RW 320 pilot looking to set up FS labs A320. To that end, I have recently bought a copy of P3D V4 and I'm having a lot of trouble setting up my Saitek Pro thrust quadrant, MadCatz joystick and Saitek rudder pedals. I am looking for an idiots guide to FSUIPC5. Although there is indeed already a lot of information from Pete Dowson and others about this software it all assumes a certain amount of knowledge that I simply don't have. I have tried to register on Pete's support Forum so that I can ask this question but I never received the registration email despite the site saying that it's been sent (yes I've checked my junk mail folder) The video's that assist to some extent don't seem to be quite the same as what I'm looking at. I would appreciate your help.
  9. Hello, I feel that a Video or a thorough walkthrough with images is required for Cold and Dark startup and all NORMAL procedures required for a full flight. How to manage aircraft during the flight. There is a checklist but without accompanying images its clear as mud also, for example, in the DESCENT checklist there is no mention of setting Manifold Pressure to 26 as it is done with Assistant Engineer. Many thanks
  10. A brief FMC setup tutorial for the queen
  11. I've spent the last week writing and recording this review, I hope you find it informative and helpful should you wish to purchase this plane
  12. Over the past few weeks (and months), there have been numerous threads and posts regarding calculating performance figures in the PMDG 777-200LR/F, especially takeoff figures including assumed temperatures and V-Speeds. In those threads that I participated in, I mentioned the use of numerous manuals, such as the FCOM and FPPM to gain some figures for take-off performance. This will be a guide on how to do so, particularly for the 777-300ER fitted with GE90-115B’s.I would like to stress that while this is for the 300ER, assuming you have the appropriate manuals for the 200LR, the same method can be used. While I tried to use the FCOM as much as possible, some things are just not available in Volume 1 and therefore I was forced to use the FPPM. First of all, before I start, I would like to make a note that is not how a real crew would calculate/obtain their takeoff performance. They would either use performance manuals created by the airline, which are airport and runway specific, or OPT software on the Boeing fitted EFB or on a small ‘e-laptop’ (10” screen netbook etc.). You will see throughout the guide that a lot of rounding/conserving occurs, therefore there would be some discrepancies compared to if you used OPT software. Some acronyms used throughout this guide are; FPPM – Flight Planning and Performance Manual FCOM – Flight Crew Operating Manual (and for the purposes of this guide, solely Volume 1) OPT – Onboard Performance Tool ATM – Assumed Temperature Method V Speeds – V1, VR, V2 RW – Runway TORA – Take Off Runway Available ETOW – Estimated Take Off Weight I would also like to add, that this is a very primitive way of gaining figures from the FPPM/FCOM. Really, if I was flying a real T7, and only had access to the FCOM or FPPM, and none of the tools I mentioned above, I would go through 5 different charts/tables which contain numerous considerations (Runway Slope, Obstacles, Tire Limits, Brake Energy Limits etc.). For the purpose of this exercise, I will only be using the figures from the Takeoff Field Limit chart and tables. For the purposes on a flight on FSX, this suffices fine IMO. In real life, the performance manuals provided by the airline take into consideration all these things, and therefore the time taken to come up with an assumed temperature and v-speed is considerably quicker than doing so through the FCOM and FPPM. Now, lets get started! First of all, the scenario that I will be using.Today, we are flying a 777-300ER, fitted with GE90-115B’s, out of Sydney (YSSY), with a planned departure of Runway 34L. RW34L, from intersection A6, has a TORA of 3900m (3962m to be exact). For weather purposes, we will assume there is a direct 10kt headwind (so METAR is reporting 335/10), and the runway condition is dry. Our company SOP’s call for a FLAP15 departure with a D-TO1 de-rate setting. The pressure altitude at Sydney is rounded to SLP (0ft). Our ETOW today is 312450 KG’s(312.4T). Now to calculate our figures; Step 1: The first step to complete is to get our compensated TOW which will take into account the 10% decrease in available thrust due to our selection of a D-TO1 de-rate setting. To do that, we go the FPPM. We are working backwards with this table, as with most tables/graphs in the manual. Now in the table, as you can see there is no exact match for our TOW (312.4t). With all these charts, you are taught to be conservative. So for our purposes, we are going to use the figures for a TOW of 314.7t. So looking at the table above, you can see that with a TO1 de-rate setting, with a TOW of 312.4t (conserved up to 314.7t for planning purposes), the TOW that we should plan our figures for is now an amended 340t. This is due to the fact that we will have 10% less thrust available on the take-off roll. N.B: If the airline dictates that D-TO2 is also available, there are similar charts in the FPPM which provide figures for 25% thrust decrease availability. Step 2: It’s now time to find our corrected runway length to take into considering wind component and slope. Now as FSX’s runways aren’t sloped, I won’t be doing any calculations related to the slope. However, I will do so for wind component. The headwind component on RW34L is 10kts. The TORA from A6 sourced from ERSA is 3900m. We now can go to the FCOM and pull out the ‘Field Corrections’ chart. We are once again going to be conservative and choose a shorter runway length then we actually have. In this case I have chosen 3800m. Going horizontally across from my runway length and vertically down from my headwind component, you can see that we arrive at a figure of 3950m. Due to the headwind component, we have virtually obtained another 150m of available takeoff runway. Step 3: It’s now time to find our assumed temperature. For that we have 2 sources. We can either use nice, pretty and easy tables in the FCOM, or a nice graph that we can plot on from the FPPM. For the purposes of this tutorial, I will be using the tables from the FCOM (as most people don’t have access to the FPPM). Once again, we start at our corrected runway length (which has been conserved back down to 3800m from 3950m), work horizontally across till we find our TOW (which has been conserved up to 341.6t from 340t), and go horizontally up to find our max OAT. Therefore today, our assumed temperature, with a D-TO1 rating will be 42°C. Step 4: Time to get those important V-Speeds! Luckily, in the FPPM, we have a table to find our V-Speeds for D-TO1 take-off. Let’s pull out the V-Speed charts, for a dry runway with a D-TO1 rating. Now, since this chart is taking into considering the 10% thrust reduction, we DO NOT use our amended TOW which was calculated in Step 1. With our ETOW being 312.4t, I have rounded it up to 320t. Going horizontally across from 320t, and vertically down from Flaps 15, we arrive at our V-Speeds. V1 = 156, VR = 170 ad V2= 176. However, since we have a 10kt headwind, we must account for that such wind. Therefore we must now pull out the ‘Wind V1 Adjustments’ table. Once again, going horizontally across from 320t, and vertically down from our headwind component of 10kt, a V1 correction of 1kt needs to be accounted for (Yeah, I know, not much!). Therefore our takeoff performance looks something like this; --------------------------------------------- YSSY 34L @ A6, 3960m TORA D-T01, 42C N1: 96.8% V1: 157 VR: 170 V2: 176 ---------------------------------------------- Step 6: Enter all the relevant data into the FMC. De-rate and assumed temperature is done through the THRUST LIM page, and the V-Speeds done through the TAKEOFF REF page. I hope this guide helps some of you when the T7 comes out, and helps you get some rough performance figures until either TOPCAT or another 3rd party developer (Aurasim etc.) is able to produce a 777 takeoff performance tool. Any questions please ask away!
  13. <iframe width="560" height="315" src="//www.youtube.com/embed/7coNj4lF_to" frameborder="0" allowfullscreen></iframe> Attempting to post a link to a new video I recently uploaded to YouTube featuring the Carenado Phenom 100. I hope this information is useful to the community.
  14. In a comment on my Tutorial Part 2. Flight preparation, Chris Smart has asked whether pilots flying over remote areas tune a comms radio to the distress frequency 121.5 as a matter of procedure. I do not know the answer to this. If you feel that you can help Chris, you can add your comment to the Comments section below the YouTube video. Many thanks.
  15. Good Evening Gents, Well I've been waiting for the previously promised in-depth tutorial #2 for the T7 that was promised by PMDG since the launch of the service pack (because they always launched their second tutorials after a SP), but I can't see any plans for one. So does anyone know if there's anything on the horizon for the tutorial? Much appreciated, Mohammed El-Dakamawy
  16. Hi! I am having problems starting the Nemeth Designs/MilViz Ch-47 Chinook . I have read through the manual to find out how to start this bird but it never seems to happen :( . The engines *DO* start-up but there is no rotation from the blades what-so-ever (Even with the ECL in GND Mode). Could someone please explain to me how to start-up this helicopter or any kind of tutorial would be appreciated! Kriss :t4012: .
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