Jump to content

BrianW

Members
  • Content Count

    335
  • Donations

    $0.00 
  • Joined

  • Last visited

Community Reputation

90 Good

About BrianW

  • Rank
    Member

Profile Information

  • Gender
    Male
  • Location
    KPAE

Flight Sim Profile

  • Commercial Member
    No
  • Online Flight Organization Membership
    Other
  • Virtual Airlines
    No

Recent Profile Visitors

3,478 profile views
  1. There are different license types available. What you describe is a trademark license, but Boeing does also offer licensing that shares technical data. Not exactly sure what technical data is needed for a gaming chair though. https://www.boeing.com/company/key-orgs/licensing/index.page
  2. Probably the most common use of P3D by flight schools is the Redbird flight simulators. https://simulators.redbirdflight.com/products/topic/simulators Here's a link to a flight school that explains how it can be used for training and maintaining currency. https://www.iflysummit.com/redbird-sd At my club we can also use the Redbird to satisfy club currency requirements as long as it has been less than 8 months since a check was done in a real aircraft.
  3. Looks like it was a DNS issue. May take a bit for the fixes to propagate to everyone. DNS issue impacting multiple Microsoft services - Recovery in progress SUMMARY OF IMPACT: Starting at approximately 21:30 UTC on 01 Apr 2021, customers may experience intermittent issues accessing Microsoft services, including Azure, Dynamics, and Xbox Live. CURRENT STATUS: Microsoft rerouted traffic to our resilient DNS capabilities and are seeing improvement in service availability. We are continuing to see availability improvements, so some customers may begin seeing services recover. We are managing multiple workstreams to validate recovery and apply necessary mitigation steps to ensure complete network recovery. DOWNSTREAM SERVICES: Due to downstream impact to a number of Azure services, recovery times may vary by service. We are attempting to assess downstream impact and will report the additional services as we know. The next update will be provided in 30 minutes or as events warrant.
  4. The gear in transition light is the one above the attitude indicator. The yellow light under the gear handle is actually the gear override light for the automatic gear system. This light flashes when the gear override lever is in the up position. It doesn't look like it's illuminated in the video to me though.
  5. 8500 feet is too high for that length of flight. You're spending energy going up instead of forward that you won't get back over that distance. Most normally aspirated pistons just don't get enough of a gain from altitude to make it worth it unless you're up there for a long time, or get a good tailwind. Since terrain isn't really an issue I'd plan for no higher than 4500'. Also keep in mind that it's good practice to be conservative with the POH values since they're usually off a bit. You'll also want to add around 2 gallons for the climb to 4500' from sea level. As far as leaning goes if you have an EGT gauge you lean until the temperature is at its highest (meaning leaning more drops the temperature) and then enrichen till it drops about 50 degrees. If you don't you just can do it by RPM/sound. In fuel injected engines the fuel flow meter is also a good point of reference.
  6. Looking forward to all of these. Nice to see at least one developer that hasn't abandoned P3D.
  7. I'd look in the load manager config and see if there's an option to use "Navigraph charts" and deselect it. I just installed the Maddog a couple weeks ago and although I do have Navigraph I don't use the charts feature in the EFB since I have a separate iPad for that. Pretty sure I never logged in via the website and it's working fine. Brian Edit: Just took a look and the option is "Enable EFB charts app" it's the very last checkbox.
  8. Correct, on a KAP-140 it's the top right button labeled BARO. From the KAP-140 manual: "11. BARO SET (BARO) BUTTON - When pushed and released, will change the display from the altitude alerter selected altitude to the baro setting display (either IN HG or HPA) for 3 seconds. If pushed and held for 2 seconds, will change the baro setting display from IN HG to HPA or vice versa. Once the baro setting display is visible the rotary knobs may be used to manually adjust the baro setting if automatic baro correction is not available." Automatic baro correction is only available if it was installed with the remote barometer input option, other wise you need to adjust the setting in the AP every time the altimeter setting is changed.
  9. My comment was only that some real autopilots reference an internal barometer, not the altimeter. If the baro setting in the autopilot doesn't match the pressure setting on the altimeter the altitude captured will be different from the altimeter reading. I don't own MSFS yet so I don't know if they've simulated it or not, but maybe worth a check specifically on the analog 172.
  10. With some autopilots like the KAP-140 using a remote baro reading is only an installation option. If it's not installed that way you're required to set it on the unit itself. If there's a baro button on the autopilot have you tried verifying or setting it there?
  11. Try C :\ProgramData\12bPilot\SODE\xml Should have a filename with taxi2gate and KSEA in it if I remember correctly.
  12. Did you used to have the Taxi2Gate version installed? If so you'll want to check if an XML file for it exists in your SODE directory (typically \ProgramData\12bPilot\SODE\xml), and either rename the extension or remove the file from that directory.
  13. I've found that the Pipers with stabilators have a lot less pitch authority at low airspeeds than Cessnas, especially if you have a forward CG. All of the Pipers I've flown have had some sort of ballast in the baggage compartment to help move the CG back, and I still usually have to have the yoke all the way back during the flare to keep from making a three point landing. One of my instructors was also our clubs maintenance manager. He would always like me to keep the nose wheel off the ground as long as possible during landing in an effort to reduce the number of shimmy damper replacements he had to do. So I know even without propwash you can keep the nose up till you get pretty slow in a 172. Ironically not getting the nose down is the thing I get nagged about most whenever I get a chance to use the 747,777,787 full motion sims.
  14. Don't forget weight is a very important part of the equation too. Every little bit impacts both performance and operating cost.
  15. I hope that's true. Very much looking forward to that one, especially if it does everything it says it will on the tin.
×
×
  • Create New...