hseilz747

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  1. Hi Marty!Sounds strange indeed. Excluding all external factors (FSUIPC or something lake that) from the equasion, have you checked that you're actually running on both engine generators, not on APU gen? I would assume that the APU stops working at a certain altitude, thus causing your loss of power. But that's nothing more than an idea that pops into my mind ;-)Regards,Holger
  2. hseilz747

    PMDG 747 cost indexes

    This is very interesting stuff, thanks for posting!Just to make sure I get this one right... Entering a CI of 1500 for example would result in a 10,5% increased fuel burn and a 3% decrease in time compared to the standard .86 Mach ECON CRZCorrect? :-badteeth Gotta love graphs!CheersHolgerEdit: Just had a quick look at the cruise fuel planning table from the 737 manual... for a 4000nm flight my example above would mean using 8.000 kgs more fuel just to arrive some 20 minutes earlier... *scratches head* Talk about useless :-)
  3. Hi there Bob!Having pulled the Tinmouse out of the Hangar again a few days ago for an article I wanted to do, I fell in love with this great aeroplane again. Just a few little issues while I'm at it...1. Concerning the PDCS: FEATURE REQUEST! ;-) Is there any way you could add a keyboard shortcut or a hidden clickspot for changing the EPR limiter from TO to CLB? This usually has to be done in the most critical phase after takeoff... I would assume in R/L the non-flying pilot would make the selection. Since bringing up a subpanel and searching for that #### little knob while turning for the SID doesn't always work *G*2. Concerning the FDE: The plane still feels a bit lively around the pitch axis (yes, I have the acell fix in FSUIPC ticked). So I had a look at the (flight_tuning) section in the aircraft.cfg and changed a few things:pitch_stability=2.0elevator_trim_effectiveness=0.75Do you think this has any side effetcs on other functions... e.g. flight performance or CWS functionality? In my opinion the hand flying experience is much more stable now, so I'd like to keep it that way.3. Again concerning the FDE: There's that takeoff trim "issue" as in the forum thread below. Not even sure if it's an issue, but maybe you could comment on that?Really looking forward to future versions of the 737!!! Thanks for all your efforts so far!Kind regards,HolgerP.S. http://www.simflight.de/modules.php?name=N...rticle&sid=8065 if you'd like to have a look at the Tinmouse article. Sorry, all the explanatory stuff is in German.
  4. hseilz747

    Take off trim / climb out

    Scott,I've noticed the same behaviour. I use the hidden gauge below the VSI to obtain my CoG and then set the trim according to the table from the perf documentation folder. Just wondering, what do you mean by "AFDS +1.10"?Anyway, this works well initially - the aircraft rotates smoothly with a slight pull back @ VR and initially maintains a stable 15 - 20
  5. Hey guys,if anyone's interested, here's mine: http://ehome.compuserve.de/holgerseilz/misc/Checklist.pdfBased on the actual one LH Cargo uses, but with a few tweaks and mods for RFP use ;-)Holger
  6. hseilz747

    Question re RFP 747-200 Panel Edit

    Bob, Staffan,great info, thanks for your quick replies! Any particular tools you could suggest? As far as I remember there was a panel editor as part of the SDK... I'll have a look.> BTW, we have a RFP unofficial forum here on AVSIM just for these sorts of discussions.Never noticed. Usually when I quickly browse the forums I'll jump PMDG -> LevelD -> Tinmouse. Since when have they squeezed RFP in between? ;)So if a mod should be around, feel free to move it please!CheersHolger
  7. Hi guys!Got a bit of free time at hand and thought I'd have a look at some upgrades to the old but great Ready for Pushback. "Pimp my 747" so to speak. I've already merged the RFP model with a neat POSKY variant, installed the excellent CIVA INS 1.50 (Thanks Simufly!) and the corresponding HSI gauge (Thanks Bob Scott!).Nooooooooow the TCAS gauge by Lee Hetherington would be the next treatment for the old lady, but somehow I'm stuck here.I've succesfully integrated it with the panel.cfg and also slightly edited the main panel.bmp with a few black pixels so that it fits in the VSI's position. Even though it's an amateur's job it kinda looks like an LCD screen, doesn't it? :-badteeth http://ehome.compuserve.de/holgerseilz/misc/tcas1.jpgNow the problem is that as soon as I switch on night lighting, a different panel.bmp seems to be used and my edit has no effect here:http://ehome.compuserve.de/holgerseilz/misc/tcas2.jpgBut I can't seem to find this night panel.bmp anywhere. Or could it be that it is somehow integrated into the daytime bitmap and Paint Shop Pro is just unable to open/edit it correctly?Never done this before, so maybe some of the panel editing gurus out there could help me on this one ;-) Thanks,Holger
  8. Alex,I've read in a magazine that the new flight deck is supposed to be 95% identical to the current 747-400 layout, with the only new element being a terrain profile display like in the Airbus 380.Even though I don't know their source, this would obviously make sense - considering that most airlines will simply upgrade their current fleet of -400s and don't want to invest in additional crew training.Regards,Holger
  9. hseilz747

    Skidding Turns...

    Bob, V1.22 is a great little update - it's an absolute joy to fly now! Thank you for your ongoing work on this project, every new version seems like one step closer to perfection :) Oh, and a question for the pros: In the 732, would I disengage the yaw damper for a crosswind landing? It seems that I can only get sufficient rudder authority for a wing-low landing when the Y/D is off (I tested this with a 20kts x-wind component).Kind regards,Holger
  10. hseilz747

    Not Since Fly! 2...

    Have to agree 100%! One big disadvantage of FS9 and it's predecessors has always been the impression of flying "on rails" - compared to the rather shaky experience of real world VFR flying in light planes.I really enjoy what ACES have done to improve the perception of turbulence and unstable air in general. By dynamically adjusting the viewpoint in the VC, they managed to create a much more realistic environment... those head motions resulting from g-load changes and accelerations are seriously cool! In my opinion this feature really makes up for the lack of peripheral vision in a sim. MIGHTY BIG IMPROVEMENT.Oh, and did anyone else notice that we finally have GROUND EFFECT? (yay!)That said, could we please get back to more fascinating framerate issues?! ;-) Holger(FSX user since 5 hours)
  11. hseilz747

    Just Planes DVD - United 777-200

    Hi!If details on systems / procedures is what you're looking for, you might want to give this one a try: http://www.itvv.co.uk/cpab777200dvd.aspRegards,Holger
  12. Just wanted to say thanks for all the comments! Really nice to see that you guys can make some use of it...Oh and Lars - continous ignition is only used during heavy rain or other conditions which could cause an engine flameout. Do you really think I could have forgotten such an important item :( ;)
  13. hseilz747

    How to perform a "Go around"

    Lars - check your mails ;-) But once again for the public...You can hit the go-around button at ANY TIME during the approach, even after touchdown - regardless of whether the autopilot is engaged or not. What the go-around button actually does is quite simple: It's logic changes the flight director's pitch and roll modes to "TO/GA" and the thrust limit to "GA". If the A/T is armed, it'll also engage in "THR REF". All this means a wings level, full-power climb to the altitude dialed in the MCP at Vref + some knots. For different autoflight levels, this means:a) F/D only: You have to follow the F/D crosshairs manually and also move the throttles to max. thrust manually:( F/D + A/T: Thrust is automatically applied, however you still need to carry out the actual go-around maneuverc) A/P + A/T: The airplane automatically executes the go-around maneuver in terms of roll, pitch and thrustSo, if your windscreen suddenly is full of a mountain and you want to initiate a go-around when in manual flight, you'd need to do the following:- Hit the go-around button, check "TO/GA" on the PFD- Smash those throttles fully forward- Immediately retract the flaps to 20 (for drag reduction)- Pull the nose up to follow the flight director bars and establish a climb- Raise the gear, re-select LNAV and VNAV at a safe altitude, retract the flaps on schedule, explain you maneuver to the totally scared passengers in the back and so on...
  14. hseilz747

    747 Advanced Operations Tutorial released

    Bob -Can you confirm that you copied both .FLT and .WX files?Can you confirm that you searched for "LH 454 Tutorial Flight" in the "Select a flight" -> "My saved flights" section of FS9?Additionally, you can try copying these two files into flightsPMDG. They should show up under "Select a flight" -> "PMDG" then. The other files (FMC plan, panel state) must stay where they belong ;-) Let me know if it works!Enrico -Just to let you know... I've looked it up: it's 250 feet above the ground. Seems quite reasonable to me, considering that the A/P most propably won't command a sudden nose-dive into the ground, especially with the flight director engaged.Martin -Thank you for your comment! Funny little incidents like this one really brighten our all-day Flightsim routine, don't they? ;-) When finished with cursing, you might want to give it another try if you can find some time...Cheers guys,Holger.
  15. hseilz747

    747 Advanced Operations Tutorial released

    Enrico -thank you for the compliments and suggestions. I guess I'll have to update the destination METAR, didn't know that CAVOK was a european term.You're absolutely right about A/P engagement altitude: Definitely not below 200 feet AGL for safety reasons; from there it's the flying crewmember's decision. Once again, in the tutorial this is primarily a high-workload phase simplification for unexperienced pilots: By the time they have established a stable climb attitude and reach for the A/P knob, the aircraft will MOST LIKELY have passed 200' on the radio altimeter - hence my statement "as soon as airborne".Holger