slai

This is a nice showcase of Marginal's auto docking package. Sent from my iPhone using Tapatalk

Yep, all good now. Was showing expired when I checked this morning before posting. Thanks.

Opps, I posted my order number. The ticket to be clear is #GBD6V. The link still shows expired and I have checked the spam folder at Yahoo and my local Outlook and inbox and do not see any responses since the ticket confirm. In any event the link is still expired so please respond by PM or here what the issue might be. Thanks.

Well I am one of the others and have had a simple link reset request open since Aug. 27 (ticket #14581). Without any kind of feedback if there is an issue on your side or mine, its hard to feel any of that respect.

Very nice. There is a new option now to extend the life of an older rig (sandy bridge or better)- the GTX 1060. Think I may go that route. Sent from my iPhone using Tapatalk

A dynamic slider has previously been suggested and the author is sympathetic to this idea. Intentionally reducing x-plane features ( i.e. Reduce visibility) to gain performance is not something for a commercial product. There are existing LUA scripts for this published on the org. Sent from my iPhone using Tapatalk

Do you use HDmesh V3? Can you post performance picture with heavy weather (ie mult-clould layers across extended tiles). Am looking to upgrade to similar config. Thanks!

Int Interesting point so I looked it up. Plane flies perfectly well without electrical power due to battery loss as seen in below incident report. I wonder how many planes have similar electricals? I know the later NG has an independent AUX battery. https://www.fss.aero/accident-reports/look.php?report_key=1169

Thanks for the performance charts. Makes picking possible for me to pick valid derates for my flights. Also interesting about reason to use TO1- "is recognized by the Engine manufacturer . . . extended IAW (er what is that?)"

What was the advantage of using derate over assumed temp when it seems like so much more procedural work?

Another big win is to use fast cloud puff style and low res texture set. Allowed me to increase the coverage slider from 1/2 to 3/4. The clouds look perfectly fine to me for flying at all altitudes.

Excellent Jan. Please do remember to turn down the air conditioning sound for the new videos. Sent from my iPhone using Tapatalk

Makes sense. It did seem odd for the numbers clutter where I was trying to fly. I suppose it is a graphics performance concession the way it is. Sent from my iPhone using Tapatalk

Thanks Jan. Great to hear the reasons for procedures as that is often hard to find. Sent from my iPhone using Tapatalk

Glad I'm at least close! This truly is a "Dr. Dr." subject. So I believe the Assumed Temp N1 computed by the FMC (taking both actual and assumed temp into account) will generate an equivalent thrust rating on takeoff. *But*- you get better "lift" and better other performance with the same amount of thrust (at the higher actual air density) due to the true airspeed effect. Thrust does not equal performance. http://flightsafety.org/aerosafety-world-magazine/march-2011/when-less-is-more Effect of True Airspeed Pilots who are skeptical about reduced-thrust takeoffs often sense that something very important is being taken away. However, there is absolutely no loss of any necessary performance margins involving field length, screen height,1 climb or obstacle clearance. If the airplane’s weight and power setting satisfied the certification standards at the higher temperature, then they certainly will do so at the lower temperature. Although the takeoff speeds used by the flight crew are indicated airspeeds, actual performance is determined by true airspeed, which is a function of air density. Because we are operating at an actual temperature that is lower than the assumed maximum, true airspeed likewise will be lower. Because of this true-airspeed effect, we enjoy a great deal of cushion between what the airplane must do and what it actually is doing. We are, in reality, using less runway and achieving a higher climb gradient, or obstacle-clearance margin, than if the ambient temperature was at the maximum for that same weight. Depending on conditions, the effect can be considerable — on the order of several hundred feet in field length. The benefit increases as the difference between the actual and the assumed temperatures increases.