CVF can be a real challenge, even for a low and slow GA airplane.
I used to fly the 4 engined Dash7 into and out of CVF which wasn't exactly easy...
Piper Malibu Crashes in Courchevel while Trying to Land - YouTube
CVF can be a real challenge, even for a low and slow GA airplane.
I used to fly the 4 engined Dash7 into and out of CVF which wasn't exactly easy...
Piper Malibu Crashes in Courchevel while Trying to Land - YouTube
AOB IFR is a different story and AFAIK planes of 757 size are the largest to use this airport.
Flying e.g. a Lear in VMC to TGU doesn't present any problem.
If you are looking for an piloting, not a navigation challenge, I suggest you fly to CVF, PBH, LUA, SAB, PBH, SBH etc.
Overloaded The Transition altitude in U.S. and Canada is 18000ft. Not much difference.
Looks like 1900fpm is a too high climb rate at this altitude.
I don't think so. Not even close. The runway has no slope and is more than 2000m long.
Not sure what you mean with 'activate' or 'deactivate' trim. Either you trim or you don't.
The only thing I can think of which could prevent manual trimming in the sim is an engaged AP.
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Park brake released?
Stab trim within the geeen band?
Thank you
Not sure if anybody would be interested in this Italian 1950s fully aerobatic airplane.
Every nut and bolt has been modelled with blender on this Meteor.
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Sadly, you’re the only one laughing.
Hm, I count 3 laughing.
The spoilers on the B77w should only deploy when all six wheels of the main landing gear are fully on the ground (compressing the main landing gear hydraulic struts).
The spoilers extend when the lowest wheel touches the ground, causing a disruptive lift effect and making the aircraft drop
That's only partially correct and even more complex.
Even with all 6 wheels on the ground only 4 panels extend and not to their full extension angle.
As Jet-Pack mentioned it's a combination of various factors
The spoilers extend when the lowest wheel touches the ground, causing a disruptive lift effect and making the aircraft drop.
That's what happens with most airliners IRL, since spoiler extension is mainly tied to wheel spin up. If the touchdown is too smooth, there's no strut compression, but enough wheel spin up to make the spoilers fully extend. Furthermore on many swept wing planes the spoiler extension causes pitch up. The 767 with it's, compared to the 777, 'reversed' bogie is difficult to grease on, but IF you can achieve it, this can happen very easily.
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And what is the difference between ILS categories? (ex. ILS09R-X vs ILS09R-Y and ILS35L-Z)
Also, what does ADF do and how do I use DME?
ILS09R-X vs ILS09R-Y isn't an ILS category (there's only CAT I, II & III). The examples you mentioned are airport specific approaches.
ADF AutomaticDirectionFinder is used for navigation/approaches. That's basic IFR knowledge and its best to google ADF/NDB NonDirectionalBeacon.
A DME is usually tied to an ILS or to a VOR. You simply read the distance to the runway or VOR station.
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Can't find any review of that aircraft... It would be great help before I pull the trigger and buy the sim.
As Jet-Pack already mentioned. It's quite realistic and handles very nicely. It's the only plane I fly besides the Dash8 in Aerofly.
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However surprisingly, as I cam inbound waypoint ARGUS, the navigation display recognised Argus with eta and distance. Lnav grabbed it and all was fine. I have no no idea!
Which runway and SID did you use? (The search function doesn't work with waypoints).
Click STBY to turn off the Flight Director. It might not properly reset but STBY again when airborne should allow NAV with the FMC’s LNAV to engage again. It worked for me OK.
That's strange and luckily it doesn't work that way on the PC version. STBY only turns off the FD and all FD modes.
You need to select any mode to get it to appear again, IRL and on the desktop version.
I'd expect that you will have less difficulties with more modern aicraft. The 737 cockpit is really stone age.
If there are difficulties...just ask
The Airbus philosophy how to operate an aircraft differs a lot from Boeing, so sticking with the 747 or 777 would be the easier choice.
(Most pilots prefer the Boeing way IRL as well)
These triangles are waypoints and you don't need to consider them.
If you zoom in close enough on your routing, you will see that the flight planer automatically uses the required ones and the green stars on your route are superimposed over these triangles.
You are most welcome. Don't hesitate asking.
Is it safe to assume that ANY ILS airport I want to land at, the gauges will ALWAYS line up perfectly (eventually, if I watch them closely) so i can hit the "APPROACH" button?
Yes...if the ILS frequency is set correctly!
Btw. If you don't choose an arrival route from the menu, the final approach can be very short, or even too short for the autopilot (and you).
KMHR 22L is a good example. See below. Simply click on the pencil symbol next to APP and choose a STAR (StandardArrivalRoute) which fits best to your flightplan.
If you are using a STAR you will also get the correct altitudes and no strange FL indications.
Noticed that KMHR is a bad example in many ways. Not only is the ILS frequency wrong, the localizer location is wrong as well.
If you (or the AP) are following the localizer, you will land far off to the right of the runway.
The long final option for approach training is unusable as well because neither the ILS frequency nor the course are automatically set.
Since you can't adjust these settings while paused, you can't dail in the correct numbers fast enough to be able to practice flying the ILS approach.
Additional problems are that the AP is not following the STAR depicted on the screenshot and the FLP distances to the waypoints on the FMC aren't updated.
That is usually the spot where the Altitude is displayed.
This is also the altitude, but displayed as flight level, FL, in this case FL81 = 8100ft.
The correct way would be FL081 (leading zero). Furthermore FLs are only available in thousands, so it should be FL080.