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g650flyer

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g650flyer last won the day on May 13 2016

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About g650flyer

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  1. Still no decoder ring for flap settings with these charts????
  2. Did anyone get to the bottom of the flap settings driven by the charts? I'm sure they are in the aircraft manual, maybe LES left them out when creating their own document
  3. Don't know if it's been mentioned before, but if i edit the cruise, DES or route page speed, the speed on the page shows 0. The aircraft will actually adjust to the speed I input when i enter 300/ etc., but will not display the actual speed I entered. Only a zero.
  4. Let me know how it works out
  5. Don't fret, just a couple of techniques and you will have centerline nailed. I've seen people have this issue in the real jet. I always teach that regardless of the seat you are in, keep your inboard foot on the runway and centerline. This works well in the airplane, but in your case, it won't do much. My technique for flightsims is to use the ADI. Draw an imaginary line from the runway and keep it right through the center of your ADI. This works like a charm, but you have to adjust it with crosswinds. I'm a wing low type of guy when dealing with crosswinds. Initially, you will have to be able
  6. Good question! Recent years have shown that the majority of over runs occur from aircraft that touch down beyond the 1500ft area. Touching down in the first third of the runway usually ensures stopping distance. In the aircraft I fly now, the minimum runway length is 5000ft. 1000 to 1500ft is within the first third of the runway. Touching down prior to the 1000ft point puts you in another risk area. Most aircraft have the glide slope antenna located in the nose. This means that if the threshold crossing height is at 50ft, your nose passes over the threshold at 50ft. Your tail and landing gear
  7. Greetings again, Just wanted to cover another topic in the tips saga. This time we will focus on landing. By the time you make it to the majors or the corporate world, most pilots are well established. By this point, most employers know that candidates have polished skills. The focus during the hiring process is personality, procedural/regulation knowledge and flight management. The most important aspect about flying is flight management. One important part of flight management is the landing phase. Believe it or not, the landing phase actually starts in preflight planning. Takin
  8. Some body please post nvidia settings to reduce all jaggies
  9. I only mentioned it because you mentioned IAS and IAS speed loss. I can say it also depends on your altitude you are climbing to. I've flown light to heavy jets and this is the typical behavior i've seen in regard to climb performance. In regards to optimum, I have always been in operations where you climb to 2000ft above optimum. If step climbing, I hang out till 2000ft below and repeat the process. If doing a constant cruise operation, again, I plan 2000ft above optimum. In these cases, I fly the recommended climb speeds and don't stray too far from it even if in a hurry. I've watched guys c
  10. Another thing that can also hinder your climb is climbing with indicated airspeed instead of switching over to mach. The higher you fly, the faster TAS you need for a given IAS. Once you climb in mach, the TAS decreases. Most changer overs occur some where between 27 to 29 thousand when recommended IAS climb speed intersects recommended mach climb speed
  11. Now you are talking my language lol. This takes me back to the old days of flying when you really had to know the performance of the aircraft and use your performance manual to squeeze every ounce of efficiency out of the aircraft. When I first started flying, my first jet was the heavy C-141B. The performance manual was thick and had a slew of pages of spec range charts. The flight engineer would work the charts and pass you climb and cruise data. You would climb 2000ft above optimum and stay there until 2000ft below optimum and step climb to stay in the sweet spot. Some times climbing wasn't
  12. Below are some numbers for descent rates attainable and decel timing for a 737NG BBJ. Clean speed brakes speed brakes modded wing 0.78M / 280 knots 2200 fpm 2600 fpm 3100 fpm 250 knots 1700 fpm 1900 fpm 2300 fpm VREF 40 + 70 1100 fpm 1200 fpm 1400 fpm Losing airspeed can be difficult and may require a level flight segment. For planning purposes, it requires approximately 25 seconds and 2 NM to decelerate from 280
  13. Anytime, this is what real world guys should do to help the community and developers get as real as can be
  14. merelles and mike, you bring up some good points. So, amazingly my training started with jets from the start. I had no flight experience at all except from flight sim. The training was vigorous and many washed out due to the fast and furious training profile. If you couldn't get basic flying concepts and twin engine jet operation at the same time, you were done. So this guy I flew C141Bs with invited me over to ride with him in a single engine piper type aircraft. I had no experience with prop aircraft and the extra 2 engine levers were intimidating. After some quick explanation during the cli
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