Roel_Wessels

Hi Volkan,The docs in English are on http://mysite.wanadoo-members.co.uk/LittlebeckGood luck,Roel Wessels

Hi Aaron,This picture shows the configuration of a typical speedtape. It seems that V1, and VR are removed 2 minutes after T/O and the flap speeds are active just 10 seconds after T/O.http://bev02.adsl.utwente.nl/vliegvrienden/pics/speeds.gifRegards,Roel Wessels

Actually this is very interesting. We were talking earlier about the automatic switching of the CRT's.Now in relation to the MAG en TRUE compass setting, there is also an automatic switching on the EHSI.The EHSI compass rose is automatically referenced to magnetic north when between 82N and 82S latitude. and to true north when above those latitudes, with the following exception;

Accepted, ;-)Roel.

Matt,I'm sorry if this caused harm to you or anyone else. It's intent was like PoReKe said, just that I thought that Peter Cos had found the best 7 segments in the world! But because I couldn't believe my eyes I emailed Peter to make sure that my eyes were right. Then when PoReKe explained it couldn't be 7 segment displays I wanted to show the reply of Peter. Well you get the point, I hope.It was not intended to be malicious, in fact I'm really considering buying parts from FDS. That's why I asked if the displays were available in the MCP's.Hope this solves the case,Kind regards,Roel Wessels,The Netherlands.

Norbert,To answer your remark about the router sw says connected: The router software only checks if there is a COM-port installed in the operating system. The router software cannot determine if there is a physical connection between PC and FSBUS hardware. So don't worry about that indication.Maybe check your BIOS too. I remember from some time ago making a IR port for my PC that the BIOS uses some of the COMport. In my BIOS it is called (UART use Infrared) I'm not sure if this affects the COM ports but maybe you should find out about this.Regards,Roel.

Ramon,You're really anxious to get started on the new LDS 767, posting al those questions! I like to now as much as possible beforehand too.Anyway, do you mean CRT switching like Mark mentioned, or are you referring to the Lower and Upper EICAS screens in the real 767?If that's the case I'll explain it further. To ensure that all engine parameters are displayed when a CRT fails, an EICAS Compacted Mode is provided. In the Compacted Mode, N1 and EGT indications are shown in their normal format on the remaining CRT. All other engine parameters are shown in digital format on the same screen. In the event that both EICAS computers, CRTs or primary electrical system fail, the liquid crystal SEI is automaticallyactivated.Furthermore, the EICAS incorporates an automatic call-up feature that displays information automatically when necessary.If the EICAS Secondary Display is not in view and a N2 RPM reaches the Red Line Limit, both N2 indications are automatically displayed on the lower CRT. If Oil Pressure or Oil Temperature reach theAmber Band or Red Line Limit, or if Oil Quantity decreases to the Low Oil Quantity band, all oil parameters for both engines are automatically displayed on the lower CRT. If the status page is displayed and a secondary engine parameter exceedance occurs, the status page is automatically replaced by the engine exceeded parameters. Should status be selected after a secondary engine parameter exceedance has occurred, the status page is displayed and the engine exceeded parameter appears on the upper CRT in a partial compacted mode. Engine Secondary Data Cue A series of blue

Ramon,I think the minus setting (/-3000) is used when the take-off is commenced at the start of a runway with a displaced threshold.In the picture below you can see one, it is indicated by the arrows. This one is rather short, but there are airports with runway's displaced threshold a lot longer.http://www.copters.com/pilot/pictures/norm_approach_3.jpgSo no need to hang in the PAPI there! ;-)Roel.

Clayton,It a shame to see your not really speeding up after an upgrade. I do recall some messages on the VC in other forums that indicate that it's virtually impossible to make the VC in FS run smooth for very complicated (add-on)panels. It's just a limitation in FS itself, not really the designers fault.The issue is that MS sacrificed gauge refresh rate to maintain high frame rates for the outside view in the VC.also read: http://forums.avsim.net/dcboard.php?az=sho...26230&mode=fullHope this helps,Roel.

Tord,You were quicker! ;-) The answer to your question >To the experts: Does this have anything to do with position updating when setting N1 (if such a thing occur with the 767)?Is explained a bit in my previous post. But it made me wonder about another thing:Will the LDS 767 be equipped with the GPS system? I think not, i.e. the word 'GPS' is not mentioned in the new (pre-release) manual. I think it may be a company option or a upgrade in real-life. What would be the effect of this position update on the LDS 767, or real B767 not equipped with GPS. Is it then taken over from the INS system?Also, if POS entry is actually working on the LDS767, will it also be possible to insert a selected (crossing) runway, like is possible in real life. So is it possible when DEP is from EHAM, one could enter: RWY / POS 18L / 27Furthermore, when setting a new take-off roll position will D-TO be deleted, or does the pilot delete in manually?Can the experts answer this? Ian..?Thanks in advance,Roel.

Hi Sloany,Maybe you can find some 'partners in crime' on the Cockpit Builders Downunder Forum.http://www.simhardware.co.nz/forums/viewforum.php?f=8Good luck,Roel.

Norbert,Here are the correct port settings:Of course in your case it can be connected to another COM port, so the name of the screen could be different than mine.http://bev02.adsl.utwente.nl/Vliegvrienden...ortsettings.jpgMaybe it's of any use, cerntainly hope so.Roel.

PoReKe,It sad, but..... the display was indeed fake.Reply from Peter Cos:>Those are fake engraved parts for the sake of the prototype.>PCWell, we'll just have to continue looking for the right parts. The best I found was a 5 degrees (as oposed to the 10 degrees) inclined 7 seg displays though, at Kingbright.It is the SC36-11YWA (9mm (0.36INCH) single digit, CC, yellow)Have a look at these:http://www.kingbright.com/product/html/pro...etailCategory=8data sheet for this series http://www.kingbright.com/download/pdf/Sx36(V1).pdfCould be used perfectly for most hardware panels I think.Roel.

Ramon,I think you get the idea but it works different.This is what's on the takeoff page: RWY / POS> 05L/---The runway field is filled in according to what was entered in the ACT RTE Page.The Position (the part after the slash) allows entry of planned take-off position in hunderds of meters from the runway threshold.Valid entries would be /-3000 to /3000 in increments of 100 or /runway intersection (for example 27R).It will be used when the THR(N1) P/B on the MCP is pushed during take-off. The distance entry is used to update the FMC position to the planned take-off position, if GPS position update is not available.Generally speaking with this procedure the pilot enters the point at which it will start it's take-off roll, not where it will lift off.Roel Wessels,PS This is how it works in a real 767, I do not know if the system is actually functional in the LDS767. But after what I've read it hard to think it's not ;-)!

Hmmmm, that's what I noticed too. But this is the email conversation I had with Peter Cos from FDS before posting it in this forum.-------------------------->Hi Peter,>>I saw your new product on the homepage of your website. It features the new VHF Comm radio with the new LED displays.>>I have been looking for the

Hi there,Maybe you have noticed too, that FDS is now showing a new production of the NAV, ADF and VHF-COMM panels for the 737.A picture is here.http://www.flightdecksolutions.com/_assets...s/361-large.jpgThey look nice, but what I thought was even better, was that the 7 segment displays are actually upright. I.e. not inclined such as most on the market today! So apparently they ARE being sold!Regards,Roel.

There is a nice webpage concerning the differences between the 752 and 763 on this website:http://www.757.org.uk/diff/It's more like a pilot point of view description. I think it's intresting however.regards,Roel Wessels

Brent, Ian and Randy,This is what I found on the ACARS system in combination with the Pegasus FMC.767AOM----------------------------------------GENERAL----------------------------------------The center VHF radio is used by the ARINC Communication Addressing and Reporting System (ACARS).SATCOM is used for ACARS data communication when VHF service is not available.----------------------------------------MANUFACTURER DIFFERENCES----------------------------------------Aircraft equipped with a Allied Signal ACARS unit are working different in the FREE TEXT MESSAGE page compared to the aircraft equipped with a Teledyne ACARS unit.

This is an exerpt from the 767 AOM (company specific)----------------------FUEL JETTISONThe aircraft is equipped with a fuel jettison system, which provides a possibility to dump fuel from the centertank only.The system utilizes the normal center fuel pumps and two dedicated jettison pumps installed in the samehousings as the center fuel pumps. The jettison fuel is routed through the fueling manifold to two jettisonnozzles inboard of each outboard aileron.The nozzles are provided with nozzle valves for discharge of fuel.During normal operation two fuel jettison transfer valves isolate the pumps from the fueling manifold.Activation of the fuel jettison system results in load shedding in the electrical system, due to the electricaldemand of the fuel jettison pumps.(Refer to AOM 1.6.2).The jettison rate is approximately 72,500 kg/h (1,200 kg/min).---------------------So then I looked at scheme 1.6.2, which is a diagram that shows the interconnetion between the busses and the systems. The logic itself is not mentioned however, so it's not possible to derive the effect of the load shedding during fuel jettison from the AOM.The diagram is depicted belowhttp://bev02.adsl.utwente.nl/vliegvrienden/pics/767elec.gifhowever, I found another exerpt from the same AOMFuel jettison load sheddingElectrical load shedding will ocur during fuel jettison due to the electrical demand of the jettisonpumps. The following equipment is afected:

Really hope that the complete SDK package will also come eventually. The LDS767 would be the first complex package which can be used by the cockpit building community!!Great news!Kind regards,Roel.

Great news!A new COM board? Wow! Maybe this one works for me...Roel.

FLYING HIGH,Please have a look here http://mikkila.wabbits.org/fsbus/doc/pdf_e.phpThese are the PDF files you are looking for. They are made from the *.ps files in de the FSBUS docs.Feel free to ask questions,Good luck,Roel

Hi David,Yesterday, a friend of mine (767 co-pilot) send me some pictures of the 777MCP. It does not contain the measurements but I think these pictures could be usefull to you.Good luck,Roelhttp://home.student.utwente.nl/r.wessels/PICT0024.JPGhttp://home.student.utwente.nl/r.wessels/PICT0025.JPGhttp://home.student.utwente.nl/r.wessels/PICT0026.JPGhttp://home.student.utwente.nl/r.wessels/PICT0027.JPGhttp://home.student.utwente.nl/r.wessels/PICT0028.JPGhttp://home.student.utwente.nl/r.wessels/PICT0029.JPG

Gus refers to the software program FSUIPC it can be found here:http://www.schiratti.com/dowson.htmlRoel.

Thanks Mindaugas, I updated the part list on my site. http://home.student.utwente.nl/r.wessels/I look forward starting on this project, maybe finally get something working (unlike FSBUS!!!:-( )Rgds,Roel.