Different setting for different landing weight?

That is far too heavy for landing, you would need to use up more fuel or just not load the aircraft with so much fuel when departing. You should plan to land with around 15% fuel, then it will be more sucessful

In very basic terms.....the forces acting on the ac are weight, lift, drag and thrust. Lift weight act in opposition as do thrust and drag. So if you increase weight then lift must be increased. You can increase lift by raising the angle of attack of the wing or flying faster. It appears in this case (first landing) you were too slow for the weight hence high nose attitude. Real world you would not try landing at this weight unless absolutely necessary.
Second scenario you were too fast. For different weights there are different approach speeds.

It might help to use the Cessna first to get the approach right then convert to the 777. I just tried JFK all up weight 100% in all tanks and approached at 190kias without a problem...don't forget to lower the ROD before touchdown.

So to fly aircraft in FS9, Do you have to take weight into your considerations before take off and landing?

Does ATC take the weight of my aircfrat to determine the final approach altitute, before ATC clear me for landing?

The blue light at the beginning of the runway, what does it mean? Why at some runways, you do not have this light?

Also why at some runway you do not have the 4 light (2 white and 2 red) landing indicators?

Anonymous wrote:

1. So to fly aircraft in FS9, Do you have to take weight into your considerations before take off and landing?

2. Does ATC take the weight of my aircfrat to determine the final approach altitute, before ATC clear me for landing?

3. The blue light at the beginning of the runway, what does it mean? Why at some runways, you do not have this light?

4. Also why at some runway you do not have the 4 light (2 white and 2 red) landing indicators?

1. Yes
2. No
3. The blue lights are taxiway lights. Airports have different configurations. The blue light(s) are just where the taxiway meets the runway.
4. Those lights are approach path indicators that help the pilot approach at a safe angle. They are different types( VASI, PAPI, etc...). They are not required and only serve as an aid to landing on some runways. The decision to install on one runway and not others is based on obstacles, featureless terrain(night landings) and money. Often runways that are used in bad weather(instrument approaches to low conditions) will have approach path lights. 🙂

CRJCapt, what I meant with blue light is the Runway end Strobes/Lead-in lights. Not the one on the taxiway.

You should plan to land with around 15% fuel, then it will be more sucessful

In the real world, sometimes when the weather disallowed aircraft to land, pilot will be asked to turn the aicraft back to base (departuring airport) or to other closet available runway. Suppose if I only have 15% fuel left, would that be enough to do that?

Those lights are called REIL's Runway End Identification Lights. They consist of two synchronized flashing lights that are normally white. These lights aid the pilot in locating the end of the runway especially in poor visibility.
➡ http://en.wikipedia.org/wiki/REIL

Diversion fuel
Fuel in aircraft is not measured in %. The fuel required to get to the alternate depends on type of aircraft, fuel burn rate and distance to alternate. Normal IFR reserves are 45 minutes. So normally you would have fuel to destination, to an alternate(if required) then 45 min. more of fuel. 15% fuel in a Boeing 737-400 is about 5000 lbs. The burn rate at 10,000 Ft. is about 6000 Lbs/Hour. You can divert to an alternate but it should be very close(50-60 miles).

thanks very much, great explanation 😀 😀