SwissCyul

So there is really no way to have the autopilot control the throttles?

Hey. I just bought the Dash8-Q400 and its a wonderful aircraft. But how does the autopilot control the speed with the throttle. IAS only controls the speed with the trim. But this is not really good for approaches. Is there any way to engage the auto throttle or does the Dash8 don't have an auto throttle. Please help

Yeah. There are a few good documentaries about the accident.

15 years ago, a Swissair MD11 crashed on September 2 1998 into the atlantic ocean near Halifax. The cause was a fire in the Entertainment system. The pilots had no chance to get this plane on the ground safely. Even under the best conditions. 229 people died in this horrible accident. I wrote this post to remember all those who died in the accident. Maybe we can all think for a second to the victims and their families. Status:Final Date: 02 SEP 1998 Time: 21:31 Type: McDonnell Douglas MD-11 Operator: Swissair Registration: HB-IWF First flight: 1991 Total airframe hrs: 36041 Cycles: 6400 Engines: 3 Pratt & Whitney PW4462 Crew: Fatalities: 14 / Occupants: 14 Passengers: Fatalities: 215 / Occupants: 215 Total: Fatalities: 229 / Occupants: 229 Airplane damage: Destroyed Airplane fate: Written off (damaged beyond repair) Location: 9 km (5.6 mls) SW off Peggy’s Cove, NS (Canada) Phase: En route (ENR) Nature: International Scheduled Passenger Departure airport: New York-John F. Kennedy International Airport, NY (JFK/KJFK), United States of America Destination airport: Genève-Cointrin Airport (GVA/LSGG), Switzerland Flightnumber: 111 Narrative: At 20:18 Swissair flight SR 111, departed New York-JFK Airport on a flight to Geneva, Switzerland. Forty minutes later the copilot contacted Moncton ACC, reporting FL330. At 21:10 the pilots detected an unusual odour in the cockpit and began to investigate. They determined that some smoke was present in the cockpit, but not in the passenger cabin. They assessed that the odour and smoke were related to the air conditioning system. Four minutes later a Pan Pan radio call was made to Moncton ACC. The aircraft was about 66 nm southwest of Halifax. The pilots reported that there was smoke in the cockpit and requested an immediate return to a convenient place. The pilots named Boston, which was about 300 nm behind them. The Moncton ACC controller immediately cleared SR 111 to turn right toward Boston and to descend to FL310. Then the controller asked SR 111 whether they preferred to go to Halifax. The pilots expressed a preference for Halifax. They immediately received an ATS clearance to fly directly to Halifax. At this time, the pilots donned their oxygen masks. At 21:16, the controller cleared SR 111 to descend to 10000 feet. Two minutes later they were cleared down to 3000 feet. At 21:19, the controller instructed SR 111 to turn left to a heading of 030 for a landing on runway 06 at the Halifax, and advised that the aircraft was 30 nm from the runway threshold. The aircraft was descending through approximately FL210 and the pilots indicated that they needed more than 30 nm. The controller instructed SR 111 to turn to a heading of 360 to provide more track distance for the aircraft to lose altitude. The flight crew discussed internally the dumping of fuel based on the aircraft's gross weight, and on their perception of the cues regarding the aircraft condition, and agreed to dump fuel. The flight was vectored to the south to dump fuel. At 21:24, both pilots almost simultaneously declared an emergency. The co-pilot indicated to the controller that they were starting to dump fuel and that they had to land immediately. Last radio contact was one minute later when they again declared an emergency. By now the fire had propagated, causing severe disturbances of the electric system. In the last minutes of the flight, the electronic navigation equipment and communications radios stopped operating. The aircraft descended over the dark waters off the coast of Nova Scotia until it stuck the water in a 20 degrees nose down and 110 degrees right bank. FINDINGS AS TO CAUSES AND CONTRIBUTING FACTORS: 1. Aircraft certification standards for material flammability were inadequate in that they allowed the use of materials that could be ignited and sustain or propagate fire. Consequently, flammable material propagated a fire that started above the ceiling on the right side of the cockpit near the cockpit rear wall. The fire spread and intensified rapidly to the extent that it degraded aircraft systems and the cockpit environment, and ultimately led to the loss of control of the aircraft. 2. Metallized polyethylene terephthalate (MPET)-type cover material on the thermal acoustic insulation blankets used in the aircraft was flammable. The cover material was most likely the first material to ignite, and constituted the largest portion of the combustible materials that contributed to the propagation and intensity of the fire. 3. Once ignited, other types of thermal acoustic insulation cover materials exhibit flame propagation characteristics similar to MPET-covered insulation blankets and do not meet the proposed revised flammability test criteria. Metallized polyvinyl fluoride–type cover material was installed in HB-IWF and was involved in the in-flight fire. 4. Silicone elastomeric end caps, hook-and-loop fasteners, foams, adhesives, and thermal acoustic insulation splicing tapes contributed to the propagation and intensity of the fire. 5. The type of circuit breakers (CB) used in the aircraft were similar to those in general aircraft use, and were not capable of protecting against all types of wire arcing events. The fire most likely started from a wire arcing event. 6. A segment of in-flight entertainment network (IFEN) power supply unit cable (1-3791) exhibited a region of resolidified copper on one wire that was caused by an arcing event. This resolidified copper was determined to be located near manufacturing station 383, in the area where the fire most likely originated. This arc was likely associated with the fire initiation event; however, it could not be determined whether this arced wire was the lead event. 7. There were no built-in smoke and fire detection and suppression devices in the area where the fire started and propagated, nor were they required by regulation. The lack of such devices delayed the identification of the existence of the fire, and allowed the fire to propagate unchecked until it became uncontrollable. 8. There was a reliance on sight and smell to detect and differentiate between odour or smoke from different potential sources. This reliance resulted in the misidentification of the initial odour and smoke as originating from an air conditioning source. 9. There was no integrated in-flight firefighting plan in place for the accident aircraft, nor was such a plan required by regulation. Therefore, the aircraft crew did not have procedures or training directing them to aggressively attempt to locate and eliminate the source of the smoke, and to expedite their preparations for a possible emergency landing. In the absence of such a firefighting plan, they concentrated on preparing the aircraft for the diversion and landing. 10. There is no requirement that a fire-induced failure be considered when completing the system safety analysis required for certification. The fire-related failure of silicone elastomeric end caps installed on air conditioning ducts resulted in the addition of a continuous supply of conditioned air that contributed to the propagation and intensity of the fire. 11. The loss of primary flight displays and lack of outside visual references forced the pilots to be reliant on the standby instruments for at least some portion of the last minutes of the flight. In the deteriorating cockpit environment, the positioning and small size of these instruments would have made it difficult for the pilots to transition to their use, and to continue to maintain the proper spatial orientation of the aircraft.

It's a payware FSX scenery from FlyTampa. The conversion is already finished: http://forums.x-pilot.com/topic/5466-flytampa-montreal-final-update/ But thanks for you advise

Ok Thanks for your response. I think i will buy the CRJ in the next few days

Hey!!! I can't decide if i should buy the CRJ200 by Javier Rollon or the Dash8Q-400 by FlyJsim. I don't prefer props or jets, so i really don't know what to do. Which aircraft is better? Thanks for you help

Hey! Today i am writing the second review of the PilotsEye.tv series. This time they flew with Swiss International Airlines from Zurich to Shanghai and back. The aircraft is an A340-300. After the disappointing first episode i didn't expect much. But my expectations changed after a few seconds into the Movie. Already the greetings speech of the Captain made me want to watch this DVD. The highlight of this Movie is the Visit of the Swiss Pavilion at WorldExpo in Shanghai and the Engine Overheat. They tried to make this movie earlier, but the a340 had an engine overheat after 1 hour into the flight. They returned back to Zurich, and the flight with this crew was cancelled. So PilotsEye.tv had to wait 1/2 a year to get the same crew together. But this time everything is fine. With breathtaking views of the landscape of china. PilotsEye.tv has learned since the first episode. They now have outside views of the Aircraft and a camera in the Control tower at Zurich. The cameras are with them all the time in Shanghai. They are visiting one of he highest buildings and a swiss restaurant. On the flight back they have to do a holding pattern at cruise level. But after that the pilots get rewarded with breathtaking views of the Aral Sea (or whats left of it...). The bonus program is also really good. On the DVD is the whole emergency procedure for an engine overheat. The program is again in German and there are English and German subtitles available. The DVD costs about 24$. I would definitely recommend this DVD. It's a really nice movie. And the 2 hours are filled with funny jokes and many other things. After the last Movie, PilotsEye.tv has really learned a lot and it's really worth it to buy this DVD. Have a Great Weekend, SwissCyul

File Name: A340-313 Swiss International New Paint Scheme File Submitter: SwissCyul File Submitted: 15 Aug 2013 File Category: Heavy Metal X-Plane Version(s): X-Plane 9 & 10 Livery For: Samen A340-313 Link to Livery: http://forums.x-pilot.com/files/file/552-a340-313-swiss-international-new-paint-scheme/

File Name: Swiss International RJ100 File Submitter: SwissCyul File Submitted: 28 Jul 2013 File Category: Heavy Metal X-Plane Version(s): X-Plane 9 & 10 Livery For: Click Here For Aircraft First try of a livery, so please don't be to hard on me I noticed that the Avroliner RJ100 only comes with two special Swiss International liveries. So i made a normal paint. Swiss has still about 50 of those aircraft. You need the Pay-Ware RJ100 from the Avroliner Project/Andreas Benjamin for this repaint. Happy flying!!!! Click here to download this file

Hey. I uploaded a file 2 weeks ago and it didn't get approved. How do you do that here in this community? Do i have to write an extra post about a file upload? I contacted Cameron and he didn't answer. So what do i have to do? Thanks for your answers

Status: Preliminary Date: 14 AUG 2013 Time: ca 04:50 Type: Airbus A300F4-622R Operator: United Parcel Service - UPS Registration: N155UP C/n / msn: 841 First flight: 2003-11-03 (9 years 10 months) Engines: 2 Pratt & Whitney PW4158 Crew: Fatalities: 2 / Occupants: 2 Passengers: Fatalities: 0 / Occupants: 0 Total: Fatalities: 2 / Occupants: 2 Airplane damage: Destroyed Airplane fate: Written off (damaged beyond repair) Location: Birmingham-Shuttlesworth International Airport (BHM) (United States of America) Phase: Approach (APR) Nature: Cargo Departure airport: Louisville International Airport, KY (SDF/KSDF), United States of America Destination airport: Birmingham-Shuttlesworth International Airport (BHM/KBHM), United States of America Flightnumber: 1354 Narrative: UPS Flight 1354, an Airbus A300F4-622R, N155UP, crashed and burst into flames near Birmingham-Shuttlesworth International Airport (BHM). Both pilots were killed. Flight 1354 departed Louisville International Airport, KY (SDF) about 05:04 hours EDT on a regular cargo service to Birmingham (BHM). Radar data from Flightaware show the airplane on an apparent approach to runway 18 with radar data terminating at 04:49 hours CDT. Weather reported at the time of the accident (04:50 local time, 09:50 UTC): KBHM 140953Z 34004KT 10SM FEW011 BKN035 OVC075 23/22 A2997 RMK AO2 SLP141 T02330222

Ok thank you very much for helping me i got all my aircraft fixed now

Thanks for your help. But i am not used to all those variables, so can you please write a description of what you mean?

Hey!!! I noticed that some aircraft in X Plane aren't on the ground correctly. They are floating a few centimetres over the ground. This is really annoying. How do i fix this? I tried several things in plane maker but i didn't find a fix yet. Can somebody help me with this case? I attached some screenshots

It depends on how many posts you make

Well probably everywhere...

Yeah. I just got the Episode 3 of the series (Zurich-Shanghai, Swiss a340) and it's fantastic. A real difference to the first video Whatever... I will publish the next review soon. Thanks for commenting

Hello again. I am starting a series of reviews about the PilotsEye.tv cockpit videos. This is the first DVD of their series of Videos. The flight starts in Munich and ends in San Francisco. It's operated by Lufthansa with an A340-600. The running time is about 60 minutes and the price is 24 dollars. It has german and english subtitles but the main language is german. This is like i said the first Movie of PilotsEye.tv, so it's really basic. No outside views of the aircraft or looks in the cabin. Just pure cockpit filming. The pilots don't really start a conversation with the viewers and the 60 minutes are not really filled with great things. It's just a normal flight that has been cut down to 60 minutes. The flight goes over Germany, Greenland and then south of Vancouver. The best thing is that at the end you can see the golden gate bridge without clouds. I would not recommend this DVD for buying. It's really only tech-talk and no explanation about anything. And a major minus is that you never see the aircraft from outside. It's the first episode so PilotsEye.tv has learned now to make some things better, but you still shouldn't buy this movie. Thats my first review and i don't want to insult anybody or want to make PilotsEye.tv look bad. It's just my impression of the first DVD. Please comment if you want more Have a great Weekend, SwissCyul

Ok thank you. Anyway it's to late for me now. My download webpage expired. So i will have to keep my current version.

Yeah. Well it's clear that something that is made for FSX doesn't look the same in X Plane Sorry again the question. Does the fs9 version convert better?

yeah, whatever... i never used FSX so i don't know exactly how it works. So you are saying that the FS9 version converts better then the FSX version? If that is the case i can try that too

Yeah just the buildings are mostly the same. FSX is based on satellite images and X Plane uses a default rendering system so it's clear that the ground doesn't look the same. And i had to create all the Apron area with the taxiways and stuff. And the buildings get a cartoonish colour in the night. But as long as you can recognize those textures it's ok

Just some more Screenshots of Montreal. This time in the evening and one in bad weather. Enjoy

Thank you very much It really looks good in X Plane!! Just a bit of work...