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  5. hey buddy can you log me back in please...dead in the water again cheers

    going to try acars mind you joystick still not working right but ..i am still not ready..fuck i am soooo slack.

  6. p3dv4

  7. A Trip to Vegas in a 727

    Great to see a 3-holer in a blog post. Keep 'em coming!
  8. Hello everyone, my name is Dennis (WW2096), I am a lover of aviation, it is more to say that it is my passion. I have used FSX and X-Plane. Since I started using X-Plane, I really love flying on this other platform. Since I used it I have been researching its plugins and aircraft. I found that in Russia, the IL-96-400 is in development, this aircraft is really amazing, because as an aviation lover I read about them and I know that in América the only one that uses a similar model is "Cubana de Aviación" with the IL-96-300 and the best is free. You can find it and download it at the following address: http://x-flight.su/addons.php To make it easy for you to find the link, use Chrome and translate the website. Comes with 4 liveries: Aeroflot, British airways, Lufthansa and Sochi The bad thing is that it is in Russian, but I do not see that it is an impediment to be able to learn how to fly it. I just installed it to start studying how to fly it and I want to share with all those who want to do transatlantic flights. I hope this plane will be of great help to all of you.
  9. A Trip to Vegas in a 727

    I'm happy it helped, Tom. An airliner is designed to slip smoothly through the air, and that's why they are so hard to slow down (ideally, without using the speedbrakes, which cause ripples on the drinks in first class — in normal conditions you shouldn't need them, and indeed some pilots regard using them as a sign of a failure in their thinking somewhere — ATC requirements or unusual weather conditions excepted, of course). And the bigger the airline, the more momentum you acquire — so the more energy to dissipate or, as they say in the trade, "manage". Hence the challenge is always to "think ahead of the aircraft", which as you said basically comes down to thinking ahead to give yourself (and the aircraft) enough time. After that, 'all' it takes is practice.... 8-º Cheers, Brian
  10. A Trip to Vegas in a 727

    Harrry, the 727 that I used was the Captain Sim 727 with the -200 expansion. The livery that I used I got from Flightsim.com.
  11. A Trip to Vegas in a 727

    Thanks for the information, Brian. It was very, very helpful. Landings are going a lot smoother now that I'm giving myself plenty of time. I try to keep my landing rates at or below 500fpm. Not exactly gentle but not bone shattering either.
  12. A Trip to Vegas in a 727

    It was really a go around started by the PF overiden by the Captain, just like the one at Trabazon.
  13. A Trip to Vegas in a 727

    X-( A salutary example indeed! Although IIRC in that case the confusion in the cockpit was the primary cause, which in turn led to the situation (since autobrake had been inadvertently cancelled) that manual braking only began when the aircraft was already over 5,000 ft down the water-soaked runway. :-( Interesting — I just checked good ol' Wikipedia to refresh my increasingly erratic memory, and read this: "The combination of flaps 25, no auto-braking, no reverse thrust, a high and fast approach, a late touch down, poor Cockpit Resource Management, and the standing water on the runway led to a runway overshoot." <sigh> A fair summary. The fact that there weren't any significant passenger injuries was fortuitous, if not downright miraculous. Given that the LDA on VTBD's longest runway is 12,139 ft, and braking only began after 5,249 ft, then obviously that only left them only 6,890 ft of runway in which to stop a heavily-laden 747 — on a runway with standing water after an overspeed landing with no reverse thrust used (thanks to Company policy). That one was never going to turn out well. (I wonder if they stopped the $100 million repair bill out of the crew's wages?) 8-º The article adds this: "Qantas still operates flight number 1 between Sydney and London flying an Airbus A380-800, currently via Dubai. However, Qantas will end its flights to Dubai by 25 March 2018 as all of its flights between Sydney and London will once again operate via Singapore." Cheers, Brian
  14. A Trip to Vegas in a 727

    QF1 found that out.
  15. A Trip to Vegas in a 727

    It was the first jet to be used in Australia and I was working at AWA at the time and even under supervision did some work on the electronics. Things were pretty free at the airport then and I spent a lot of time just sitting in the cockpits dreaming. Left that job soon after which may have been a bit foolish to work in New Guinea. Thanks for the memories. What 727 is that you use?
  16. A Trip to Vegas in a 727

    Hi Tom, and many thanks for the nice pics — I especially like no. 2. A 727 is not an aircraft one sees all that frequently, so thanks for that, too! > "I call it "Shaking Hands with Danger". (I'm not a very good pilot.)" <grin> We all started there, I promise you. When it comes to landings, relax — it gets easier with practice, that's all. :-) With an airliner the real secret is to get established in plenty of time, so that you're doing a "stabilised approach" on the glideslope and on the localizer if they're available, otherwise use whatever guidance is available, and/or be guided by the profile depicted on the relevant approach chart — A stabilised approach can start (depending on ATC, of course) from as much as 8 - 12 nm out from the field, so give yourself plenty of time — landings bite if they go wrong! At first, use your autopilot for most of the approach, and only disengage it when you're around 500 ft AGL (above ground level). If you do that then you should hardly need to touch the controls until you flare for the landing. Well, unless there's a lively cross-wind or something, but you might want to turn the weather off until you're happy doing landings in zero wind, and then gradually reintroduce it. If you're still having problems then disengage your A/P at 250 ft or even less while you're getting the hang of it (but be sure that it's disengaged before you begin the flare!). X-) Once you're confident, then you can start to disengage it earlier — on a good weather day I often do a visual approach in the classic manner, having disengaged the automatics a lot earlier, perhaps even as I leave the cruise; it's entirely up to the discretion of the pilot. :-) Notice the Final Approach Fix (the little wonky Maltese cross on the chart — in in the above example you can see it at NODIY): on my 744 I usually set the MCP altitude bug to DA(H) 2 nm before the FAF; then a mile before the FAF I do gear down, arm speedbrakes, and go to flaps 20 (that's on a 744 of course — in your case use the last flap setting prior to landing flaps). Then when I reach the FAF I set landing flap and run the landing checklist. Consult the charts for your particular landing airport and runway to find out what the applicable DH (or DA, whichever you're using) is: in the example below it's 284 ft if you're on ILS, and 544 ft if you have no glideslope guidance — (If you're not sure about the terminology of DH vs DA, Final Approach Segment, and so on, you might find this pdf helpful. The chart examples above, incidentally, are for KLAS rwy 01L). When your main gear touches down deploy reversers and also reverse thrust (if using — not all airfields permit it, or perhaps only at certain times of day), and check that the speedbrakes auto-deploy (if not, quickly deploy them manually!). At 80 kts stow the reversers; and at 30 kts set/check that the autopilot and autothrottle are completely disengaged, and also turn the Flight Directors off. Welcome to the gentle taxy in! :-) Finally, don't even think of trying for a "greaser" in an airliner! A "firm" touchdown is preferred (in my 744 I aim for about -200 fpm) — and if the runway is wet then a firm touchdown is absolutely required so that you get good tyre contact and hence good braking. (Floating half way along the runway trying to get a gentle touchdown means that you'll probably end up on the golf course beyond the far airfield fence. You're not allowed on there unless you've paid a green fee...). ;-) I hope that helps, Cheers, Brian
  17. A Trip to Vegas in a 727

    Hello everyone. My name is Tom (aka WW5152) and I would like to share some screenshots of a flight I did from St. Louis, Missouri (KSTL) to Las Vegas, Nevada (KLAS) in a Boeing 727-200. The default ATC for FSX vectored me in for a visual approach and landing, or as I call it "Shaking Hands with Danger". (I'm not a very good pilot.)
  18. P3D REX Skyforce 3D

    Great shot, I bought REX myself love it. Do you use their weather engine or Active sky. I use active sky and did not know if the rex one was better?
  19. Speedbird21

  20. <grin> All good clean fun. I mean, if they built an airport there, they should *expect* a bit of noise, right? > "With just one monitor I have, as yet, been unable to satisfactorily replace the grey outlook of the PSX window. :-(" Grey? Ah, do you mean PSX's native "out of the windscreen" native view? (At dusk). These days I've moved to using just one monitor on each computer (less clutter, and also zero vertical bezels getting in the way), although since the main machine's screen is 3440x1440 px (curved, 34 inch) it's easy for me to have both PSX and FSX onscreen there if I'm feeling lazy and opt to run everything on just one machine:- (Resized to 1200 px — as you can see, I prioritise PSX over FSX, and hide the Instructor Station Screen behind PSX's main screen for most of the time). ;-) As an experiment I did try running FSX in a screen-wide strip at the top and adjusting my PSX layouts to fit underneath, but with a 21:9 screen the result wasn't very satisfactory (mostly because of the limitation on the number of horizontal divisions that you can incorporate into a single PSX layout) so it's not a configuration that I ever use when simming. But if I crave some serious viewing gorgeousness then I run PSX on the second machine and just FSX on the main machine at full screen resolution, borderless. Good for the old "immersion" factor — and also, giving FSX the whole machine to romp around in improves the frame rates a bit. ;-) However, sometimes I reverse things and run PSX full-screen on the main machine and FSX full-screen on the secondary machine: this is especially useful when I'm making a 1080p video and using nVidia ShadowPlay to capture FSX (which is more efficient but it can only capture in fullscreen mode, which is why I make my video recordings on that machine). Horses for courses, and all that stuff. :-) (My machines' specs are in my signature below, for reference). Cheers, Brian
  21. Christmas trip to Sion (yes, in a 747-400!)

    Hi Brian, It is indeed a fun landing. I was going to land on 05 with a published visual circuit from the RNV23 approach but when I saw the runway ahead of me I forgot all about that and landed on 23 with a tail wind. Like you I woke the locals with max reverse thrust but at least they weren't collecting debris from the local neighbourhood and the airport remained open. :-) I flew the PMDG, I like to see things happening out of the window. With just one monitor I have, as yet, been unable to satisfactorily replace the grey outlook of the PSX window. :-( Mike
  22. I think the main reason his plane left was the gnomes worked out the cost of disposal of a 747 versus the cost of keeping it and took the easy way out. You will find out when you go to get a new aircraft if you still have a credit rating Brian,
  23. Hi Mike! Great stuff — well done! :-) (Nice pics, too). It's a fun landing, isn't it? X-) And that was a great idea to placate the locals (if it worked — maybe it's my aftershave or something, but they didn't like me much).... Incidentally, were you vlying PMDG or PSX (and if PSX, which puppet aircraft were you using)? A very Happy New Year to you, too, my friend! :-) Cheers, Brian
  24. Christmas trip to Sion (yes, in a 747-400!)

    Hi Brian, Happy New Year! As promised I have just completed a successful approach and landing to Sion Airport in a B744. It would appear that your steadfast response to the extortionate landing fees that were demanded of you has borne fruit as your aircraft is no longer there (I assume that you or your hired pilot flew it out) and the reported damage to the runway appears to have been repaired. I had no such problems with bureaucracy as my arrival appears to have been well received, possibly because I disguised myself as the national airline. On Final approach. Parked. All the best Mike
  25. Captain Sim 757 for P3D v4 KLAX - KSLC

    Frame rates appear to be fine despite all the other stuff I run ORBX, Active Sky, Envdir, etc. on an older laptop and old NVidia card. I have been having a issue with cold and dark engine starts. Despite following SOP (and some variations) I can't get the engines to start.
  26. Captain Sim 757 for P3D v4 KLAX - KSLC

    Looks a nice aircraft...did they do a Trump livery....those who like him could fly it and those who do not could crash it.
  27. Captain Sim 757 for P3D v4 KLAX - KSLC

    Thank you. That's great to hear. :-) Cheers, Brian
  28. Captain Sim 757 for P3D v4 KLAX - KSLC

    No issues at all with frame rates. It was comparable, if not better than PMDG. In fact, sometimes I get a drop in scenery intensive places like LAX while pushback...not with the 757...it was smooth as butter. Enjoy!
  29. Captain Sim 757 for P3D v4 KLAX - KSLC

    Great pics, Jeff! It looks as though you'll be taking your 757 for plenty more flights. :-) I was wondering — given the amount of interior detailing — about frame rates.... How do the fps figures compare with PMDG in P3Dv4? Cheers, Brian
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