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About JRBarrett

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  • Birthday 11/09/1955

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    Elmira, NY
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    Aviation - Computers - Sailing - Golf

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  1. JRBarrett

    Falcon 50 APU?

    I had the sounds in 2.4 as well. FWIW, I initially load the default Cub with engine running, and then load the Falcon. Not sure if that makes any difference in how the sounds initialize.
  2. I assigned speedbrake extend/retract and TR deploy to some unused buttons on my CH throttle quadrant per the manual, and they work fine inside of the VC. But, if I am viewing the aircraft externally in spot view, the buttons have no effect. If I raise the speedbrakes and deploy the TR while in the cockpit and then go to spot view, they are visibly deployed. Aileron, rudder and elevator animations work correctly when actuating the flight controls while in spot view.
  3. I appreciate having the heading and course select knobs available as a 2D popup. Would it be possible to add the vertical speed thumbwheel to that popup as well? It would make it easier to adjust V/S mode without having to look down at the center console. Jim Barrett
  4. JRBarrett

    Falcon 50 APU?

    I have both the trim clacker and APU sound. (Beta 2.5 in P3D 4.3).
  5. Yes F2 will give the sim aircraft more “stopping power” than a real Falcon actually has with just one reverser. I don’t know how much aerodynamic effect is modeled for the speed brakes (in the landing phase) in the Flysimware model, but in the real aircraft, the pilot will reach down and manually pull the speed brake handle to the second notch after touchdown. (There is no auto-deploy of speedbrakes on the real aircraft). Deploying them after landing increases braking efficiency. Flysimware has also provided custom assignments for speed brake deploy/retract, which I highly recommend if one has a spare button available. I have extensive r/w maintenance experience with Dassault aircraft. Primarily the 900 series, but I did maintain an older DA50 (with analog instruments) for two years. I am extremely pleased and impressed with how well you guys have modeled this aircraft. I just downloaded it last night. I have Beta 2.4 at the moment, but will upgrade to 2.5 shortly. The only glitch I have noted so far is that the green anti skid brake lights do not illuminate when brakes are applied with the switch set to #1 “on”, though brakes themselves do work fine. (I’m running P3D 4.3 in Win 10) Jim Barrett
  6. JRBarrett

    Falcon 50 APU?

    Be sure that all three generator switches are on, the bus tie switch is horizontal, and the center tank boost pump switch is on. I don’t have the Flysimware aircraft yet, (about to purchase), but those would be prerequisites on the real aircraft.
  7. Although the Universal UNS-1E is by far the most common FMS retrofit for the Falcon 50, there are several r/w Falcon 50s equipped with GTN-750 for Primary Nav. Here is a link to one currently for sale: http://www.southaire.com/1980-falcon-50-sn-8-n550ce.pdf Garmin holds STCs for equipping both the Falcon 50 and Falcon 20 with GTN kit, as well as installing a Garmin ADSB-out solution to meet the 2020 mandate.
  8. JRBarrett

    777 Auto Step Climb

    Thanks for clarifying. I misunderstood your original statement, not realizing that you were speaking about manually entered step climbs (on the legs page), as opposed to manually initiated step climbs at a place and time of your choosing. I normally use the FMC-calculated step climbs in both the 747 and 777, so have not seen the issue where the auto step function does not work with manual entries in the 777. It may well be a bug, especially since you have proven it does work that way in the 747. Curious though, as to how you are determining the waypoints for your manual entries? I know that PFPX will calculate step climbs as part of the operational flight plan. Are you using that function, or a different method?
  9. JRBarrett

    Real world aviation topics

    Historically, Hangar Chat has been used to discuss real world aviation topics and other topics not necessarily aviation related. The moderators wanted to steer it towards aviation-only topics, but after many well-reasoned responses by many users, I believe they have decided to let it return to being what it pretty much has been in the past: a general discussion forum for topics that don’t readily fit into other specific forums. I don’t believe the crossed-out words mean we can’t discuss aviation-related topics here - I think it just indicates that the topics don’t necessarily have to be directly aviation related.
  10. JRBarrett

    777 Auto Step Climb

    But, it seems that you don’t know how it works. If you set the step size to zero, you are telling the FMC to not calculate any step climbs down-route, so obviously the automatic step climb function (which does not exist in the real aircraft) will not work under those conditions. Manual step climbs are not an FMC function. As pilot in command, you can initiate a climb to a higher level anywhere and any time you want, no matter what the step size may be - whether RVSM, ICAO or zero. The FMC will not prevent you from doing so, though you may bet a warning message if you command a climb to a higher altitude than the current calculated maximum altitude for your current weight.
  11. Yes. The autopilot works like a human pilot would when hand flying. The human will initiate a pitch change with elevator and simultaneously trim to relieve the push or pull force being applied to the yoke. The end result is the the elevators end up faired in a neutral position, and the horizontal stab will be in a different position than it was before the pitch change. In the case of the human pilot, the “feedback” as to how much trim is required comes from the muscles of the hands and arms that pushing/pulling the yoke. In the case of an autopilot, the feedback comes from the electrical current required to drive the elevator pitch servo. The more the elevators deflect into the airstream, the harder the servo works, and the more servo current is required. The AP trims to reduce the servo current back to zero. You can’t use the trim switch to initiate climbs or descents in a large aircraft. Any application of trim with the switch on the yoke will cause the autopilot to disconnect if it was engaged at the time. It’s different in a small aircraft like a Cessna which has a fixed horizontal stabilizer, and the elevator position itself is trimmed. In a climb or descent the elevator will remain slightly deflected up or down when trimmed. Usually small aircraft are designed so that the elevator will be close to neutral when the aircraft is in level flight at its normal cruise airspeed. In any case, I suspect that the OP has a hardware problem in his yoke/joystick that is causing the trim switch to malfunction in one particular direction. It could either be a switch failure, or something wrong with the USB interface in the yoke which translates yoke or switch position to serial data. I’ve never seen any problems with nose up or nose trim working properly with any PMDG aircraft in any part of the flight envelope using my TM Warthog joystick.
  12. JRBarrett

    Upper winds Speed & direction

    There are many more flight levels available from the NOAA GRIB sever than just the two that XP downloads, but I assume it was done this way because the native weather system only supports three wind levels in total: one surface and two aloft. Hopefully the upcoming Active Sky for XP will be able to overcome some of the limitations in the basic weather system by dynamically changing the levels that winds are injected based on current aircraft altitude.
  13. JRBarrett

    Upper winds Speed & direction

    The only problem is that they only have official GRIB data for two flight levels. Everything above and below is interpolated.
  14. JRBarrett

    What will be the next project by PMDG?

    I don’t often try to do it in one day (though I have). I usually spread it out over a couple of sim sessions. Southwest must be the masters of the quick turn, because they seem to get in and out very quickly at each stop!
  15. JRBarrett

    Brake Pressure dropping too fast.

    Thanks for the info. It appears that the gauge does indeed show the precharge. If that ever went to zero, it would definitely be a maintenance write-up. I guess the only question is what would be a “typical” time frame for the accumulator to hold the full 3000 psi charge without leaving the parking brakes applied. PMDG has access to real 747 data and information from current and retired maintenance engineers, so perhaps the bleed down is average for what would be seen in the 747 fleet as a whole.