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oneleg

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About oneleg

  • Birthday May 25

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  • Location
    San Francisco, California
  • Occupation
    Retired.

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  • Interests
    Books, PCs, databases, flight simulators, etc. Never bored.

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  • Sims Used
    MSFS
    FSX
    P3D
    DCS

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  1. Different topic but still a question about flying jets (and flying in general). How does one determine and differentiate between ground and flight idle on the tachometer, and how are those two types of idling different in props? Is idling the same as leaning the engine?
  2. If you're just starting out with flight simming and don't want to spend anything, then yeah, use your free FSX. But just be aware that the experience might give you the wrong impression of the game. It is after all almost 20 years old and requires a lot of tinkering to run properly. To have a nice introductory experience on the hobby, ideally you should try Microsoft Flight Simulator on Xbox for non-military flight simming OR the free-to-play DCS sim (DCS World Steam Edition on Steam (steampowered.com) for a military flight simulator.
  3. Great grandfather? I've bought the Steam edition for as low as U$6.24. Check this video before investing time on FSX.
  4. An overhead approach for this situation is a lot of fun in the game. You are correct. Long final approach legs are not necessary. I think the LOUD aural alerts were messing up my mind. Turning the gear warning AND the stall warning alerts made a huge difference for me. I can now basically run the engines on idle and glide to the runway without crashing as long as I watch my AOA, speed, altitude and outside view. I'm really looking forward to the Learjet version for MSFS so that I can use VR and increase my situational awareness while flying the plane. Thank you for your comments. XP GLJ Model 25 SE v3.0 | Xtreme Prototypes (the MSFS version is in production. A version for P3D 5.x is available. A version for P3D v6.x will also be available).
  5. You're probably right. This is probably too much of an ask but wishing you can do a screen video cap to post on YouTube and show how you'd do it with Xtreme Prototypes' Learjet 25. Two things I learned in this post so far: 1. Without realizing it, I now have a name for what I'm trying to do. I just don't know if the 'overhead approach' can be successful performed consistently in the game on a fully loaded business jet (which evolved from a fighter jet and needs to go fast to be maneuverable) flying a tight pattern and landing on a short runway (requires 5500 ft fully loaded but the runway is only 5000 ft). 2. The mention of the gear warning horn made me check the manual again. It turns out that while the switch *looks* like a non-animated 2-position toggle switch which only has two labels ('test' and 'mute'), it is actually a 3-position switch ('test', 'off', and 'mute').
  6. Yup, I know what you mean by boring (one reason I'll probably never do a transatlantic flight on an airliner --although the idea of an around-the-world flight on a really really fast jet and see interesting POIs in MSFS sounds interesting). To be honest, I don't know if I've "mastered" landings. I've landed planes no problem and since I don't fly for a living I've moved on without really knowing if I've 'mastered' landing a plane. How does one know if he or she has mastered something anyway? I guess one way is when it gets boring. On the Learjet 25, unlike in other planes I crash land more often than not but that's very likely because I'm trying to do it based on unrealistic conditions and expectations eg. landing fully loaded from an abbreviated traffic pattern on an uncontrolled airport. But .... I make successful landings too under those same conditions so I know it's possible. The trick is to be able to do it consistently without luck.
  7. Unfortunately, I haven't been able to find any and I have more or less given up hope that a real-life fighter pilot would do a YouTube tutorial on how to land a fighter plane. I've seen one or two landing on aircraft carriers in YouTube but that's about it, and that doesn't apply to what I'm trying to do. Please let me know if you come across any. I'd love to see a tutorial on how a Learjet pilot would land their plane (from a pattern and on an uncontrolled airport without navigational aids). Btw, thank you much for taking the time to reply to my post. Very much appreciated. Sorry, yes I think so. I should have mentioned it. I viewed quite a few videos on the topic including these among many others on YouTube:
  8. That happens in Just Flight's Arrows. If I remember correctly, there is a toggle on the center 'console' that can turn the alert off (or maybe the auto gear down function).
  9. I actually started learning the basics on and off with the default Cessna 172 in FSX and moved on to Alabeo's 172 RG in P3D and then Milviz's 310R. After a while I thought I'd move up to something more challenging and got into business jets using Flysimware's Learjet 35 and their Falcon 50. I also played around a bit with DCS's A-10s. If I remember correctly, I don't think I had problems landing those unlike what I'm experiencing now with the Learjet 25. I think the main issue is that the Learjet is different since it was designed as a fighter jet whose main attraction as the first jet for business use was speed.
  10. Hmmmm, 5 miles is too much for a jet traveling at 160 kts? The problem is if I'm lower than that speed, I get a really loud continuous aural alert when RPM gets lower than 70% (about 160 kts). There is a toggle switch called Horn Silence in the Learjet 25 but I can't seem to get it to work. Vref with full load at 15,000 lbs at standard temperature and sea level is about 140 kts. The runway is 5000 ft which is a little short for the fully loaded plane but probably do-able. The problem is it gets really busy when I hit the threshold mark since I have to deploy the spoilers and reversers, retract flaps, brakes, etc..
  11. Thank you. It looks like his final turn is about 17 miles from the airport (@2:55 in the video). I'm not sure what I can learn from the video?
  12. Sorry for the late reply. The main issue is lack of experience or practice, and knowledge on when to start final after flying a pattern (using a1000 ft altitude), when landing on an airport that does not have navaid. (in a related message thread here in the forum you mentioned a typical military pattern is generally 800 ft AGL and distance from runway is a visual reference to the wing tip -- I can't see the wingtip on the Learjet) Landing with props on the airport is relatively easy and the same is true with business jets on airport with navaids such as an ILS. But for me, landing on an airport without navaid in a fast jet is a different story. In a pattern, I attempt the turn from base leg to final 5 miles out, but I find that 5 miles at approximately 1000 ft AGL may not be enough. It's a challenge and I'm wondering how that could be done in real life for the Learjet 25 which performs like a fighter jet.
  13. @flightstrike This was very helpful. Thank you for taking the time to reply. Very much appreciated. A couple of follow-up questions if I may: 1. In the sample transcripts above between ATC and the pilot, I don't see ATC assigning a specific approach to the pilot. Are these sample transcripts wrong or missing some things? Are all ATC communications with the pilot recorded? What are the ramifications if either party commits an error? 2. Does ATC name a specific precision or non-precision approach type, for the pilot to take eg. LNAV, LNAV/VNAV, LPV, etc. Put another way, how does the ATC know what approach is available to the pilot eg. what kind of avionics devices are installed in the plane?
  14. Thanks, but who decides? I'm thinking each approach has to be assigned to each plane in a towered airport because the ATC has the best knowledge of where the other incoming planes are at any given moment and can give specific instructions to avoid a collision between two incoming planes. BUT, that doesn't seem to be the case in reading transmission transcripts between the pilot and ATC. There are examples here: VFR Radio Communications Script for All Scenarios (flight-insight.com) In the above examples, I don't see the pilot letting the ATC know which approach he is taking and neither am I seeing the ATC giving instructions to which approach the pilot is taking. Isn't the pilot required to ask permission for a given approach before actually doing so? Also, can a pilot change his or her mind between the IAF and FAF ie. decides on a precision approach but somewhere on final approach decides to do a non-precision approach instead (eg. change from VFR to IFR)?
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