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  2. From a little reading on the Internet, Ctrl-Shft-G for TOGA. For Reverse Thrust, usually F2. I'd advise not mapping them both to the same button. It might result in the dreaded "unintended consequences". John
  3. Today
  4. just a few random shots of some Liveries I have picked up ay Xplane.org...some good work being done over there, so much stuff ....all at EGCC.... condor monarch xl fedex marines boac danair I had actually forgot I had the DC6.........
  5. Hi Guys Can anyone tell me the FSUIPC button I should map for TOGA and reverse trust thanks Fintan
  6. Test Pilots: Titanium Test'es...they stay cooler at speed and altitude, and upside down.
  7. New Airport Diagrams posted in the MH File Library 2/21/17 C07 Mack Mesa - Mack, Colorado - US EDRN Nannhausen - Nannhausen, Germany KNUN Saufley NOLF - Pensacola, Florida - US KRVL Mifflin Co - Reedsville, Pennsylvania - US TJPS Mercedita - Ponce, Puerto Rico
  8. Version 1.0.0

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    EDRN Nannhausen - Nannhausen, Germany Airport Complexity Score: 4 See here for an explanation of the scoring criteria... http://http://forum.mutleyshangar.com/index.php?/topic/16404-airport-complexity-score/#comment-131904 Send comments, corrections and complaints to allardjd@earthlink.net If any user is interested I'll arrange a one-time bulk transfer of all available airport diagram files. Contact me at the e-mail address above. Requests for specific airports are welcome. If you like this service, please consider a donation to our host, Mutley, to help maintain this website.
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    TJPS Mercedita - Ponce, Puerto Rico Airport Complexity Score: 13 See here for an explanation of the scoring criteria... http://http://forum.mutleyshangar.com/index.php?/topic/16404-airport-complexity-score/#comment-131904 Send comments, corrections and complaints to allardjd@earthlink.net If any user is interested I'll arrange a one-time bulk transfer of all available airport diagram files. Contact me at the e-mail address above. Requests for specific airports are welcome. If you like this service, please consider a donation to our host, Mutley, to help maintain this website.
  10. Video (actually two) of the landing. No disruption visible in his glide path to my eye. He was well above the airliner and did not seem to have to pull up to avoid it. It doesn't excuse a botched approach/landing but it was nothing like the close call the media would have had us believing. I'm sorry to say you have to sit through a 30 second ad to see the video. http://www.tmz.com/2017/02/21/harrison-ford-plane-landing-taxiway-video/
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    KNUN Saufley NOLF - Pensacola, Florida - US Airport Complexity Score: 12 See here for an explanation of the scoring criteria... http://http://forum.mutleyshangar.com/index.php?/topic/16404-airport-complexity-score/#comment-131904 Send comments, corrections and complaints to allardjd@earthlink.net If any user is interested I'll arrange a one-time bulk transfer of all available airport diagram files. Contact me at the e-mail address above. Requests for specific airports are welcome. If you like this service, please consider a donation to our host, Mutley, to help maintain this website.
  12. Version 1.0.0

    0 downloads

    KRVL Mifflin Co - Reedsville, Pennsylvania - US Airport Complexity Score: 14 See here for an explanation of the scoring criteria... http://http://forum.mutleyshangar.com/index.php?/topic/16404-airport-complexity-score/#comment-131904 Send comments, corrections and complaints to allardjd@earthlink.net If any user is interested I'll arrange a one-time bulk transfer of all available airport diagram files. Contact me at the e-mail address above. Requests for specific airports are welcome. If you like this service, please consider a donation to our host, Mutley, to help maintain this website.
  13. Version 1.0.0

    0 downloads

    C07 Mack Mesa - Mack, Colorado - US Airport Complexity Score: 8 See here for an explanation of the scoring criteria... http://http://forum.mutleyshangar.com/index.php?/topic/16404-airport-complexity-score/#comment-131904 Send comments, corrections and complaints to allardjd@earthlink.net If any user is interested I'll arrange a one-time bulk transfer of all available airport diagram files. Contact me at the e-mail address above. Requests for specific airports are welcome. If you like this service, please consider a donation to our host, Mutley, to help maintain this website.
  14. Yesterday
  15. Me too, I like to take them to the limit.
  16. What does a pig write with? A pen and oink.
  17. Cool flying there, all in a days work for a test pilot.
  18. After reviewing eight pages of posts on this accident at PPRUNE, I can say without fear of contradiction that, "Nobody knows nothing." Lots of maybes, of course, many plausible. Also more than a little finger pointing, accusations of inaccurate information, axe grinding (airports in built-up areas, media always gets it wrong, media "aviation experts" are anything but, etc.), instinctive defense of the pilot and all the usual fluff and feathers that are part of the normal post-crash PPRUNE forum content. You learn to filter most of that out if you read their post-crash stuff with any regularity. Wind was 4 knots from NW but he chose Rwy 17 instead of the much longer and more favorably oriented Rwy 26. He made two radio calls after the problem began but no transcripts available. One report says he reported a "catastrophic" engine failure. WX was moderate - environmental conditions (aside from slightly unfavorable wind, given the runway choice) appears to not be a factor. Most there seem to agree that a King Air 200 at standard atmosphere, sea level, MTOW, can handily climb on one engine if managed properly, and in most cases, even if not managed properly. One described it as a "rocketship" on one engine if you can get it to 121 knots. There was a claim of a single engine climb rate of 700-1000 fpm at 121 knots, MTOW, standard atmosphere, gear and flaps up. That's pretty respectable. One potential is that a rotation at V1, well below VMC (~95 KIAS vs. ~121 KIAS, I think) because of the short runway, left him in a vulnerable window until reaching 121 knots. If the engine failure occurred within that window, he's got to do several things right and talking on the radio is not on the list. If the above is what occurred, there was probably not enough runway left to abort the takeoff - he had to fly out of it. The King Air 200 has autofeather and rudder boost, both, if operable, would reduce pilot workload in that situation and would improve the chances of flying out of it successfully. Indications are that the gear was still down at impact but not really confirmed. It was stated by someone on that site that 0 flaps is normal for a B200 takeoff at MTOW, but unknown what was selected. John EDIT: It's reported that there were five aboard, including the single pilot, full fuel, four golf bags, and presumably, luggage. The flight was bound for King Island in the Bass Straight and had enough fuel for the return flight too. Even with all that load, it's stated that it was below MTOW - don't know how much, but supposedly not overweight, at least. ANOTHER EDIT: Real World runway lengths... 17/35 = 4,934' 08/26 = 6,302'
  19. Yee ha that looked like fun. Though I do admit doing that while sitting at home on the sim pit is more my speed.
  20. Bacon (Thanks you Mr. Pig)
  21. Sad news indeed. Tough break, not much you can do when one engine goes out at that speed and altitude.
  22. Thanks for the heads up Joe, sounds good to me. (Or does it)
  23. Join In!

    Relax, lightening is God's handshake I hope he brought plenty of wine along then
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