LeFreak

Hey Bob,hope these can be of some help:http://www.freak-o-matic.be/perf1.jpghttp://www.freak-o-matic.be/perf2.jpghttp://www.freak-o-matic.be/perf3.jpghttp://www.freak-o-matic.be/perf4.jpgJan

ok .. i'll make some pictures in the sim or the cpt ..thanx for looking into it!Jan

would a high res picture of the fuel flow gauge in kgs/hr be of any help?? maybe for a future version or so?

that's what i've been doing now, and the position of the needle is about the same as on the kgs/hr so that helps as well ..

hi,i'm a bit ashamed but today i noticed wy my fuelflow-pitch-speed tables didn't work out .. the gauge is not in kgs/hr .. would it be a lot of trouble to convert the gauge to kgs/hr ??Jan

Hey all,is there any chance to create a Vref gauge on the panel?? Here's a pic of what I mean (as photographed on our Cockpit Procedure Trainer, in the full motion sim it's a working instrument)close-uphttp://www.freak-o-matic.be/vref-cl.jpgon the panel, next to the placard and above the center fuel tank indicationhttp://www.freak-o-matic.be/vref.jpgBasicaly what it does is you enter the ZFW with the knob on the lower righthand side, in this case it's 35 tons and the guage will read the fuel remaining, the needle showing 1.3 x stallspeed (Vref) in the configuration selected by the dial on the leftside (either flaps 15, 30 or 40)I have no real life experience with the PDC, but I assume this gauge becomes obsolete with a fully working PDC .. but on the other hand, it gives you a very quick readout of the Vref speeds ..Another idea, although not realistic, is that it might be handy to have a digital readout of the Body Attitude, maybe somewhere near the the ADI .. on the real aircraft the ADI is big enough the easily set the correct B.A., but in FS the ADI is so small it becomes pretty hard .. as you'll do a lot of manual flying on the -200, B.A. and powersetting are the key to flying this thing as it should be flown .. flying at 250 kts, a change of 1

thank you ..the sim we fly has JT8D-15A engines and has been modelled from OO-SDA (Sabena)Jan

Hey all,Currently I'm doing an MCC course on the 737-200. We've had two days of technical briefing on the -200 and lots of procedures, numbers and call-outs to remember .. We have 24hr acces to the Cockpit Procedure Trainer, but it's nice to have the tinmouse 737-200 at home to practice procedures ..my question now is what engines are simulated on the tinmouse? If I use the same ZFM and TOM in the tinmouse as in the sim, and using the rules of thumb for the 737-200, settings vary quiet a bit, i.e. they don't match with the attitude/power table i have ..if somebody from the tinmouse development team wants to contact me regarding those settings, please do so .. I know FS isn't supposed to be a trainer for real life situations, but it surely helps in practicing procedures .. so to everyone involved with the project, a big thumbs up and all the best!regards,Jan

different minima and timings when using Newark altimeter setting instead of local ??? other than that i see nothing difficult in this approach ..If you want to do some good NDB approaches, try LFAT (Le Touqet), LFAC (Calais) or LFQT (Merville), all in France .. i went there for real IFR training, you had to stay focused flying those in IMC ..another good one is the 2 NDB approach at EBOS .. NDB's in flightsim are way too steady, in real life you for sure appreciate why they are called non-precision approach .. try flying an NDB approach at an airfield close to the sea, you'll see what i mean ..Jan

>Guess the flight>club believes in redundancy of instruments.guess the flight club wants the plane to be available for IFR :-)

seems like i will have to take a look at ACA2005 ..Tom that's pretty clever, never thought of that!Thanx for the help!Jan

Hi,i'm looking for a way to remove [fltsim.x] sections from an aircraft.cfg file .. i have many many AI repaints, some of them which are no longer flying .. is there any way to delete those sections without having to manually renumber?thanx!Jan

i recently upgraded my system with a Geforce 7900GT .. very good card with a reasonable price .. i run it on a AMD 3800+ X2 processor with 1 gig ram, and i get very good framerates with all addons i have (pmdg 737 & 747, lds 767)Jan

I fly the DA-42 with G1000 cockpit .. if you need any help feel free to ask ..Jan

i recently upgraded my system with:ASUS A8N-SLI SE motherboard, AMD Athlon 3800 X2, 1 Gig RAM DDR400 and an ASUS 7900GT graphics card .. frames never get below 10 with heavy AI traffic and scenery, mostly frames are around 25-30 (locked at 30) with no visible stutters .. very happy about it

congratulations!! this is really amazing and a great tool!my only remark i have so far is that the program doesn't work correctly when the decimalsign in windows is set to , instead of . It might be different on the 747 but it is my understanding that assumed temps below ISA+15 have no effect at all and therefore should not be used .. on the perfomance date i have for the 737-400 you can calculate max assumed and minimum assumed temps, i suppose this exists for the 747 as well??anyhow, it's a great utility that from now on will be mandatory for my preflight of the 747!great job!Jan

blue line speed is best single engine climb speed (Vyse)Vref is calculated as Vso x 1.3 (Vso = stall speed in landing config)As stall speed goes up with increasing weight and / or a lower flap setting, so will Vref .. Thus, Vref will be weight dependant and as such is not a fixed value ..hope this helps,Jan

best rate of climb speed (Vy) is 135 kts .. it's all in the documentation included with the planeJanEDIT: sorry, i only have the B1900C, so speeds may vary a bit. Look in the documentation for Vy speed, in the climb maintain that speed and your ROC will be optimal. You will notice that the higher you go, the lower the ROC will be, this is perfectly normal.

This has nothing to do with the fact that is a boeing plane. It is perfectly normal for the 747 and in fact for every plane (with a positively cambered wing) to fly with a nose up altitude ..for every given weight, one angle of attack will correspond with one speed .. the slower you fly, the higher the angle of attack, untill you reach the critical angle and ultimately stall ..A plane is in trim when the aircraft maintains a certain angle of attack (and thus speed) without any forces on the controls .. as the plane becomes lighter in flight due to burning of fuel, the required amount of lift becomes less, thus, while maintaining straight and level flight and maintaining airspeed, the angle of attack will reduce. This also implies that if you would stay at the same angle of attack, and the planes get lighter, maintaining the airspeed means the plane will climb due to increase in lift .. to maintain straight and level flight, if angle of attack goes up, speed must go down and vice versa .. Angle of attack is the angle between the mean chord of the wing and the relative wind (relative wind is the opposite of flightpath)

I can only agree with David .. Those packs are just a compilation of the work of many freeware authors, all of which probably can just be found in the libraries of avsim and the likes ..it's regretful that those packs are being applauded in an avsim review, thus encouraging many more people to investigate these packs ..all i can say, if you want good AI traffic, and you want it for free, go visit AI Aardvark and evolveAi, ultimateGa and all the other good developers of AI planes and plans, browse the library for many more good plans and you'll get the satisfaction of building your own AI world instead of some prefab, stolen, lazy mans option ..

assuming Jar-OPS:general fuel requirements:1) Start-up & taxi fuel: equals the ramp fuel minus take off fuel (a 737 classic uses roughly 11kg/min for taxi, the APU burns about 115 kg/hour .. i assume values for the NG won't be to far off)2) Trip fuel: fuel for take-off, climb, cruise climb (if necessary), cruise, descent, instrument approach and landing plus taxi at destination AD3) contingency fuel: fuel for unexpected circumstances and usually calculated as a percentage of trip fuel4) alternate fuel: fuel for the go-around after the missed appr, climb to alternate cruise level, descent to holding pattern and to the instrument appr and landing plus taxi at the alternate ad5) final reserve fuel: fuel needed for 30 minutes holding at 1500 ft AGL at holding speed6) extra fuel at pilots discretionknowing this, fuel requirements for flights where a destination alternate is required:a) fuel from departure to destination, destination to alternate + 30 minute holding at 1500ft + contingency (f.e. 5% of trip fuel)or:( fuel from departure to alternate + 30 min holding at 1500ft + contingency, total fuel must be not less than fuel needed for departure to destination plus 2 hrs cruisefuel requirements when destination alternate is not required:a) fuel needed from departure to destination (VMC expected) + 30 minutes holding at 1500ft + contingency:( fuel needed from departure to destination (isolated) + 2 hrs cruiseNo destination alternate is needed when the duration of the flight (less than 6 hours) and the prevailing meteo conditions are such that there is a reasonable certainty that during the period 1 hour before to 1 hour after ETA, the approach and landing can be made in VMC, and that there are 2 suitable runways available; or the aerodrome of intended landing is isolated and there is no suitable alternate.hope this gives you some insight in fuelplanning .. for exact numbers you'll need to consult planning charts for the type of acftregards,Jan

i'm doing the real life JAR-ATPL exams in february 2006 .. you're welcome to come and have a look ;-)

Hi all, been working on getting my nightrating and my pax took some pictures. Not the sharpest pictures around but they share the atmosphere .. enjoy!

transition level is never a fixed number .. depends on local qnh as to maintain a thick enough transition layer (minimum 500 ft).. transition altitude can also vary by region, for instance in the north of france TA is 4000 ft but in the auvergne region it is 6000 ft due to mountains .. best thing is to check airport charts .. (or fly in the usa where they make it easy, always 18000 ft ;-) )

thanx for all the replies ...guess i should have looked at my aeroworx kingair a bit better .. ;-)in what way are the 89B and the 90 different?? or is it just a newer version??