JRBarrett

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About JRBarrett

Flight Sim Profile

  • Commercial Member
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  • Online Flight Organization Membership
    VATSIM
  • Virtual Airlines
    Yes

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  • Gender
    Male
  • Location
    Elmira, NY
  • Interests
    Aviation - Computers - Sailing - Golf

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  1. JRBarrett

    250kts below 10,000

    I don’t think any U.S. ATC controller can waive a speed restriction - only The Administrator” can do so - which would be the case when the FAA issues a written waiver for an aircraft performing in an airshow at a specific location and time. FAR 91.117(d) might still apply for a heavy 747 in this case, but as it happens, I flew that very SID in the sim last night on my maiden flight after installing the 747-8F, and it was a non-issue. I was headed to CVG, with a full load of cargo, and a TOW of 720,000 pounds. I used a climb 1 derate, and was still in the process of retracting flaps on schedule and accelerating when I arrived at LIFFE. I was in no position to exceed the restriction, because I had not even accelerated to 230 KIAS yet at that point, much less 250. Since the speed restriction appeared in the FMS at LIFFE, as did the “above 3000 feet” restriction at the preceding waypoint EGKAJ, it appeared the FMS constructed a vertical profile which insured that both restrictions were met. The aircraft had to climb rather steeply to make 3000 feet at EGKAJ, and did not even reach the flaps 10 retraction speed until completing the turn towards LIFFE. If the aircraft had been lightly loaded it might have been more problematical.
  2. JRBarrett

    250kts below 10,000

    I was thinking in the case of KATL, that the 250 knots is a minimum, not a maximum. Due to the very high number of departures, they want all aircraft to get up to speed and on their way as quickly as possible. I think most KATL SIDS specify a climb directly to 10,000 feet as well, again with the goal of keeping traffic flowing. Listening to ATL departure on LiveATC, it seems most aircraft are cleared higher well before reaching 10,000 feet, with the expectation of further acceleration as soon as passing that altitude. It seems the ATL departures philosophy is “Y’all git outta town pronto, hear?”😎
  3. JRBarrett

    250kts below 10,000

    Speed restrictions in descent on a STAR are not typically an issue - even 747/A380 aircraft are expected to adhere to those, and will deploy flaps and or spoilers if needed to keep their IAS at or below 250 KIAS. In climb on departure is another matter. FAR 91.117 (D) permits faster than 250 if required for “normal” operation. Even a heavy 744 could probably keep their speed below 250 in climb if they kept slats and Flaps 1 deployed, but doing so is not “normal” ops - “normal” means cleaning up with no flaps or slats, which could well require more than 250 for a heavy aircraft. One that comes to mind with a specified speed on departure is KATL, but in that case, the instruction is to accelerate to 250 knots as quickly as possible after takeoff, and that applies to all aircraft. Departing aircraft are expected to advise ATC prior to takeoff if they are unable to do so. Some smaller biz jets might have a difficult time maintaining 250K and climbing at the same time!
  4. Gathering data to create assumed temperature predictions by measuring the sim’s actual performance under various combinations of weight wind and temperature is probably not a quick or easy process. It’s not a simple matter of doing some calculations. It would obviously be much easier if PMDG had access to Boeing’s proprietary data, but as has been explained, that’s not an option. I’m sure that EFB performance calcs for derated and/or assumed temperature takeoffs will be added down the road, but having them ready for the initial release of the -8 would probably have delayed the project for many more weeks.
  5. JRBarrett

    250kts below 10,000

    In Europe, controllers routinely give “no speed restrictions” clearances. U.S. controllers are not permitted to do so, but the pilot in command has the authority to exceed 250 knots in climb if that is what the aircraft requires in a zero flap configuration. Controllers are all well aware that heavy aircraft like the 748 will do so when departing on international flights. The only time formal FAA permission would be given to exceed 250 knots below 10,000 feet would be in the case of something like an airshow, where a high-performance aircraft might need to do so as part of their routine. In that case, permission would be given in the form of a written waiver issued in advance. And of course, military aircraft have the authority to exceed the limit at any time if required for national security - like the recent case of the stolen Q400 in Seattle, where fighters hit Mach 1 enroute to intercept the aircraft.
  6. JRBarrett

    So where did I go wrong?

    I may misunderstand what you are saying. After uninstalling the original 747-400, you first need to download and run the new installer for the 747-400 base aircraft (the newest version of what you already had). That needs to be in place before installing the 747-8 expansion. As long as you did not try to deactivate your 747-400 license before uninstalling the original version, the new 747-400 base installer should run to completion without asking you to repair-enter your activation serial number. If you tried to run the 747-8 installer without having the base aircraft already installed, I assume it would give an error message like what you are getting.
  7. JRBarrett

    747-8 let down

    Enroute on my maiden flight right now from PANC to KCVG in Atlas livery. It’s a peach! I am using AS weather, which had relatively light surface winds. I looked for any sign of “Jiggly Jets”, but they were not moving at all, other than a little (normal) motion while taxiing. The departure airport was default PANC, and the moving map airport diagram was accurate in all regards. This feature is going to be extremely handy when trying to find the way to the ramp after a CAT III landing with extremely low visibility! To the OP - if you do nothing else, read pages 172 to 205 of the updated Intro manual included with your download. That section covers the new features unique to the -8. The solution to almost every issue you had would have been covered there.
  8. JRBarrett

    Observations 744 Update

    This is common in real aircraft. An analog standby altimeter is not required to meet the stringent RVSM accuracy specifications that apply to the main digital air data computers that provide altitude to the primary flight displays. The air data computers used in RVSM airspace must have an error of no more than +/- 80 feet at altitudes between FL 290 and FL 410. That is the maximum allowable error under FAA regulations. In practice, RVSM digital air data computers are often accurate to within +/- 10 feet from sea level right up to their maximum certified altitude. The amount of allowable error for an analog standby altimeter varies with altitude. At sea level it must be accurate to within 20 feet, but at 40,000 feet it is permitted to have an error of as much as 230 feet
  9. Ah, a good ol’ JT-15D Citation! I used to maintain a fleet of Hawkers, so TKS fluid is an old friend. Only real problem is the fact that is extremely slippery when spilled on a hangar floor. which can present a serious slip and fall hazard. The leading edges inevitably drip residual TKS after landing if it has been used in flight. Interestingly almost all FedEx C208 Caravans, which originally came equipped with pneumatic de-icing boots, have been modified in recent years with TKS systems. There have been multiple C208 accidents over the last 30 years caused by severe inflight icing, and TKS has proven to be a better solution for ice prevention/removal than boots on this model. One company I worked for had an S550 with a first-generation Cessna glass cockpit, which was kind of a nightmare to maintain and troubleshoot. Parts availability for the displays was becoming a problem even 10 years ago. Curious as to how yours is equipped avionics and instrument-wise. Jim Barrett
  10. JRBarrett

    Hot and High variants

    There are probably several ways to handle the issue of high-altitude airports and pressurization logic, depending on aircraft age and model. In addition to having to deal with a non-standard pressurization/depressurization schedules, a means has to exist to disable cabin altitude alarms, and in some cases, automatic passenger mask deployment.
  11. JRBarrett

    Small question before buying

    I don’t use Chaseplane, so can’t speak to its capabilities. I use a program called “Simple Cam”, which is available from Aivlasoft, (creators of the well-known EFB add-on). Simple Cam works just like the native view switching function in X-Plane. It allows you to easily define up to 10 camera preset views in the VC, and assign them to the keys on the numeric keypad for instant recall. The view set is stored in an .ini file linked to the aircraft model, so the proper set of views loads automatically when you load a different aircraft. The program is not very expensive, and has negligible performance impact on the sim.
  12. JRBarrett

    Hot and High variants

    One system whose behavior has to be modified for high altitude airport operations is the pressurization system. Ordinarily the cabin altitude will slowly increase during climb - beginning at the ambient pressure altitude of the departure airport and ending up at a final altitude of between 7000 and 8000 feet, giving a pressure differential of typically 8 to 9 psi (airframe-specific) between the inside and outside of the aircraft at typical cruise altitudes. This becomes a problem for a standard pressurization controller at a high altitude (8000 foot +) airport where the ambient pressure altitude in the cabin (on the ground) may already be well above the maximum altitude the controller would normally maintain in cruise before pressurization even begins. In essence, the controller will have to work in reverse of its normal schedule in climb, actually decreasing the cabin altitude once the doors are closed and pressurization starts upon takeoff. The opposite problem occurs in descent. The normal descent pressurization schedule is to decrease cabin altitude in descent from the normal 7000-8000 foot altitude found in cruise at higher flight levels, ending up at the ambient pressure altitude outside of the aircraft on landing. With a high-altitude destination, the controller will have to increase cabin altitude above it’s normal maximum, just to insure that the cabin is unpressurized once the aircraft is on the ground. When there is a “high altitude” switch in the cockpit, it will normally be used to put the pressurization controller in the alternate climb / descent schedule required for airports located at higher altitudes than the normal max cabin altitude when fully pressurized.
  13. JRBarrett

    Blurries out of nowhere

    In my case no. I have Win 10 Pro, and have automatic updates turned off. The last update I did manually was in early August. Ongoing research at the FSDT forums seems to show that the problem is most severe at airports with large numbers of replacement GSX-specific SODE jetways. Umberto has been working hard to try to resolve the issue for those who have it. A GSX live update was just released in the past day or so which downsized the textures on all the L2 replacement jetway objects, which seems to have made a substantial improvement for me. The only airport I have seen the blurries and high CPU load was on approach to default Detroit which has probably over 100 of the new GSX jetways.
  14. There are two Thrustmaster Warthog joysticks available on Amazon (without throttles) for $198. The Warthog joystick is superb, I’ve been using one for 4 years and the quality of construction is top notch, the Hall effect sensors in the pitch and roll axes are smooth and noise-free, and there are enough multi-axis buttons for almost any possible setup. I have mine configured with elevator, aileron and rudder trim, autopilot and autothrottle disconnect, TOGA switch and radio PTT.
  15. JRBarrett

    Blurries out of nowhere

    I 4770K @ 4.2 GHz no affinity mask. It is not my system. I beta test two different add-on aircraft, and in some weeks, fly as many as 10 flights per day, using standardized test procedures and flight plans in scenarios specifically chosen to not cause excessive graphics /rendering load, so as not to interfere with systems testing and data collection. I will sometimes stress-test the system by flying a complex add-on aircraft into a graphically-intense add-on airport, using weather scenarios with multiple cloud layers and full HD lighting - and have never seen my CPU go to full saturation on all cores as I did in the one flight mentioned in my previous post. Based on other reports I have seen in the past few days, it appears this problem is most likely to occur when in the vicinity of an airport (typically default), where GSX L2 has replaced large numbers of the default jetways with new SODE jetways. Umberto has made some changes in the software in the last day or so that I want to test later today on the same flight that caused problems before.