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Daniel Churchman 1050104

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  1. It seems such an obvious thing to have, and so easy to implement. Many of these jets have speed control while climbing, which of course is not via altering the power setting, but rather by altering the rate of climb. Many of these have FADEC, which surely shouldn't preclude a simple speed control. And specifically, within FSX, I find setting the throttles to CRUISE does not prevent over-speed, which is my primary concern. So why is it this is missing? Some bizjets have pretty long ranges, so many hours will be spent at cruise. Surely real world pilots have to contend with this t
  2. Hi Peter, When entering a crowded airspace around an airport, two things are happening: * There are a lot more moving objects for your network to transmit details about, and for your computer to render visually. * As you get lower to the ground, a lot more scenery starts to get generated. If you have autogen in particular turned up, this can make a huge impact. I'm running FSX on a laptop at present. A 4-year old ASUS i5 with 8Gb RAM and an nVidia GT 635M with 2Gb. In my long years with FSX, the most significant aspect I have learned to performance in the computer is RAM. I re
  3. Strange - I can access the site aircharts.org, but every search I've tried, while it gets me a listing of possible charts to view, any chart I select gives me a "404 not found". Maybe they're undergoing maintenance....
  4. Have a look at KSAT ILS12R and ILS30L. Both use 110.9. 1. How does this work in real life 2. Do our aircraft in FSX handle this OK?
  5. Other than some private training, I'm not a real-world anything. However, I've been on Vatsim for many years, and I've been an enthusiast of IFR flight ffor longer -- reading hundreds of forum posts, watching videos (sim and real world), reading articles, NTSB reports, TV shows.... Here's what all that tells me: Rule 1. Fly your plane. That means keep control of it, and see to its safety. YOU are the first authority where the safety of your aircraft is concerned. Your first priority, therefore, is to keep your aircraft (and everyone in it) safe. Rule 2. Follow ATC instruction
  6. Thanks for the feedback folks... Yeah, I've been thinking about expanding my subscription to include the charts. Is it just PDF downloads, or online only, or is there some fancy, searchable interface software?
  7. I've been off flying for about 3.5 years. I've recently returned and find the usual suspects for obtaining these charts just don't seem to be around anymore. SkyVector seems to have charts for the US, but as I tend to fly globally, that doesn't help me. The searches I do return discussions many years old, and the links provided are dead. Where can I find these docomeents these days?
  8. It has been pointed out to me that a Direct To can be flown by hand. Of course, instrument flying can be hand flown. The boon of automation is to relieve pilot workload. My core point remains, however. The first article pilot makes a defense for his decision based a need (and lengthy argument) for hand flying skills. As I said in my previous post; I feel the decision s he made in the cockpit were correct under the circomestances. However, the reason the decision was correct has nothing to do with the importance of maintaining hand flying skills. He forgot where a switch or two wer
  9. Hi Nick, I found this post while reading another thread where you linked here. While I understand your [Mod - Happy Thoughts]ertion that VATSIM pilots often lack the skills to manually control their aircraft, the problem you are naming is not an argument for better manual skills, but rather an argument for better education on the automation of the aircraft. Also, education in exactly what the aircraft should be doing as both of function of its proper operation, as well as as a function of a procedure or instruction being followed in flight. This is applicable to manual and autom
  10. Pardon me coming late to the party... Both the first article, linked to by Nick Warren, and the second provided by Simon Kelsey were great reads; experienced pilots presenting their considered opinions. Both articles acknowledge the need for hand-flying skills. Both articles seem to acknowledge a need for more/better automation training. Where they differ; the first article presents a pilot "falling back" on his manual skills because, as he admits, he wasn't able to recall the location of several automation controls. He found it easier to take manual control. Still, he somewhat
  11. Peter, if you are truly comfortable with the A380, then go for it. On the other hand... While I do not automatically agree with this view point, he has a good point *IF* you are less than completely comfortable flying the A380. I include operation of the FMC as well. You MUST know how to use all of this quickly and efficiently, otherwise trying to learn ATC operations AND figure out how to go DIRECT to some fix at some speed and some altitude while in busy airspace is not a good idea. You'll find yourself still trying to set your systems to fly the previous set of instructions while ATC
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