Simviation Forums

Here is my second version of this topic...I'll keep my promise of answering my own questions too. This version tests the range of aircraft in FS9.
1.)After many months of having your Cessna 208B for sale on Ebay, you get a buyer. But, he wants you to deliver it. He is in REK (BIRK), You are in KMKG. A direct line would make it 2473 miles. Take into consideration the weight of a full fuel tank, 35 lbs worth of clothing, wing...the whole bit. Here are your specs provided by airliners.net;
Grand Caravan - Max cruising speed 337km/h (182kt). Max initial rate of climb 975ft/min. Range with max fuel and reserves 1667km (900nm).
How do you get there? Use the weight of yourself, and a co-pilot around the same weight. What do you do, what is your flight plan? Where do you stop for fuel?

2.)KGSO to OPNL. In the LearJet. Same conditions as above.

3.)You are at FL410, in a 777. You are enroute from KMIA to SVO. Over the Pole, you see oil pressure drops. What do you do?

4.)Piloting a 737-400, DCA-BOI. You start your approach into BOI, and you notice when you lower the gear, the right-side-gear light indicator does not come in. It is red. all the other ones are green. What do you do?

------Rules-----
1.) No "I click ALT, fill the tank and keep going"
2.) 100% Realism
3.) No slew
4.) Pure normal flying. You HAVE to make fuel stops, you HAVE to include the accurate weight.

Have Fun!, if you can think of some, post it!

For #4 I'd manually pump the gear, if it can be done on the boeing.   The left gear didn't come out of my C-119 once, but I forgot the key, so I landed on two wheels, and then rememberd that SHIFT+G is pump gear, so I piched up by pressing that a couple times.

3) no brainer in real life since they have maps of ETOPS alternate aerodromes, which they can reach with just 1 engine. Nothing to worry about, really.

4) The gears on the 737 are designed so they can be extended by gravity. A steep dive and sudden climb should fix that, but we all know what happened to the USAir 737 which suffered the same problem.
If it's possible do a slow fly-by and ask the tower if all wheels are down, it may just be an electric indicator failure.

OR it could be down, but not locked.....;-)

Best bet is to check the POH for the aircraft and see what it says..;-)

Allright then, I'd head to the 3rd window behind the aft overwing exit. Kindly ask the passengers to move. Then pull up the carpet identified by a metal button to sight through viewer. Now I can see the gear downlock indicators. By observing the alignment of red paint stripes on the down locks and struts, I'm able to tell if the gear is down and locked  ;D

Lucky me this is a 737 classic, I don't think those viewers are installed on the NG's  :)

LMAO! That's hilarious..:-)

Hey Nexus, that's what happened to me once, I wondered what the hell was happening. Those were the days when they had a flight engineer on board. The engineer happened to be an ex RAF Sunderland guy who'd rather be changing floats thanlooking for U/C locks.