Jump to content

slai

Members
  • Posts

    41
  • Joined

  • Last visited

Everything posted by slai

  1. This is a nice showcase of Marginal's auto docking package. Sent from my iPhone using Tapatalk
  2. Yep, all good now. Was showing expired when I checked this morning before posting. Thanks.
  3. 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.
  4. 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.
  5. 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
  6. 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
  7. 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!
  8. 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
  9. 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?)"
  10. What was the advantage of using derate over assumed temp when it seems like so much more procedural work?
  11. 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.
  12. Excellent Jan. Please do remember to turn down the air conditioning sound for the new videos. Sent from my iPhone using Tapatalk
  13. 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
  14. Thanks Jan. Great to hear the reasons for procedures as that is often hard to find. Sent from my iPhone using Tapatalk
  15. 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.
  16. As an engineer by training and no aviation background, this subject was very confusing to me so link had just enough info I wanted. Here are a few things that helped me get a grip. As previously mentioned, DERATE is just like having a completely different airplane with different FAA certified performance rating charts that pilots have to reference. You are not even allowed to cancel the derate and go full power (may cause too much asymmetrical thrust) unless it is a dire emergency (wind-sheer or going into the side of a mountain). No wonder Jan says he never used it- why give yourself a less capable aircraft? There are good edge cases- heavy cargo loads was mentioned. I guess the engine instruments do not indicate a DERATE cause you are already using a different set of performance charts etc. as if you had a different plane. The engine instruments don't tell you it is working with GE 20K engines in the actual case, you have to verify this on acceptance of the aircraft I believe. The "fool the engine to think it is very hot outside" explanation for the Assumed Temp REDUCED method, although simple, was very confusing to me. A hypothetical example was easier for me to understand. Engines can generally produce max thrust up to 30 degrees Celsius. Beyond that performance starts to degrade for reasons already give prev. Makes sense, GE designs an engine to work well in all parts of the world. At 50 degrees Celsius, though, the GE 20K engine is only able to produce say 15K thrust. So presuming it is actually only 20 degrees Celsius outside, the FMC reads the Assumed Temp value of 50 degrees Celsius and calculates a Takeoff throttle setting of 75% N1- thus the engines will produce 15K of thrust on takeoff- the same amount as 100% N1 but 50 degrees outside. The pilot by the way, is free to increase the throttle to 100% N1 at any time. So the main question in my mind, was why doesn't the pilot just pick a reduced takeoff N1 percentage directly? Well, as I understand it, it has to do with workflow. For a given runway length, altitude, etc. the pilot looks up in the performance charts (since DERATE has its own performance charts, you could also combine REDUCED with DERATE) and finds the maximum temp that falls within the safety margins. This maximum temp is the largest assumed temp you are allow to set. The Assumed Temp method is conservative too because the plane performs better in all aspects at 75% N1 at 20 degrees than it does at 100% N1 at 50 degrees. In addition, this method is good because performance drops off linearly from say 30 degrees to say 50 degrees so the Pilot has pretty large range of values to select from and know what he/she will be getting. Finally, I learned that the throttles only command a percentage of N1. The engine in turn sets a value for N2 and you get some not exactly known amount of thrust depending on altitude, temp, engine age, etc. So why not use a throttle that sets thrust? Some planes do but it is hard to measure accurately with a low incidence of instrument failure.
  17. Except that the basic AT commands are both missing and out of date as of 1.04. To program a joystick, use command I mentioned earlier and will mimic th A/T disengage button. For TOGA use default "sim/engines/TOGA_power"
  18. I love hand flying this plane. Use these commands often! "click", "click" - ixeg/733/autopilot/at_disengage "click", "click" - ixeg/733/autopilot/AP_disengage
  19. Ah, thanks I get it now. Interesting "hack" . . .
  20. Are the reverser handles functional? Do they somehow move rods I see without handles on them? Sent from my iPhone using Tapatalk
  21. There are several threads on the org about how the supersonic flight model is borked in x-plane even after a few updates in the 10.X run. Don't expect too much in that aspect. Sent from my iPhone using Tapatalk
  22. Key mappings for spoilers were corrected in latest hot fix. No such thing as a command to arm spoilers. Instead, you should map button to "speed brakes extend one". Of course this only works if spoilers are fully stowed to begin with. Sent from my iPhone using Tapatalk
  23. Sound like flight hardware compatibility issues to me. I have the blinking mcp lights issue because of my GoFlight MCP. I just need to hit a few buttons to sync everything up properly. Mostly works but I have only been doing manual flights. Sent from my iPhone using Tapatalk
  24. RTH is fantastic in showing what is possible and Laminar did make some enhancements in response. But I'm wary its popularity may impede innovations such as the blinding effects that were recently removed. Sent from my iPhone using Tapatalk
  25. That may be true but all bets are off for any plugin like RTH that alters Laminar private datarefs Sent from my iPhone using Tapatalk
×
×
  • Create New...