• Content count

  • Joined

  • Last visited

Community Reputation

33 Neutral


  • Rank

Flight Sim Profile

  • Commercial Member
  • Online Flight Organization Membership
  • Virtual Airlines

Profile Information

  • Gender

Recent Profile Visitors

2,257 profile views
  1. FMC Maint pages

    Yes I think I remember Chris saying to me in a support ticket not to play around too much with ACARS - it can cause problems loading saved flights. Cheers, Rudy
  2. Gentlemen, especially Jon, Bertie and Simon, thanks very much for the time you have taken and the detailed answers you have given here. What makes this forum so amazingly good is people like you. I really appreciate it. My apologies again for the late reply, I have just been flying from Australia to Dublin and have only just regained enough interest in aircraft after being in them for 30 hours to read about them haha. Thanks again chaps :)
  3. Gentlemen, as always, a very interesting discussion! The knowledge in this forum is always impressive. Thanks for your replies! Say you have a SID like those at OMDB which wants a 5% gradient up to 8000', with a lot of tight altitude at or above restrictions along the way. Now usually SIDs like this on the Jepps give a table for G/S vs V/S, or you could do a little bit of maths to find the required V/S. According to the chart, at 250 knots, that is 1250fpm, at 300 knots, that is 1500fpm. Does an airline performance person/department look at this, and work out a flap retraction/thrust reduction profile to suit? Because as far as I can tell, there is really no way for a pilot to know exactly what average gradient they are achieving? In addition, there is no way a heavy 744 is going to make those V/S requirements when accelerating, so you would need to be "above the average gradient" before accelerating, when your required V/S would be less than the gradient requirement. I can't imagine holding off until 8000' for acceleration? The only way I've managed in the sim to meet the at or above requirements out of OMDB with a full 744 is: T/O thrust until 4000'. At 1000', VNAV speed intervene and bug up to flap 10 retraction speed, then climb with T/O thrust and flap 10 until 4000'. All the while I've really got no idea what gradient I've been averaging. I am guessing meeting the at or above requirements would mean satisfying the gradient. I've got myself in a muddle writing that. Head is about to explode.
  4. Hi all, I've been having a look through the manuals and I was wondering if anyone more enlightened than me might be able to answer this question Does VNAV during flap retraction/acceleration provide any particular climb gradient, such as the standard 3.3%? Or does it just try and provide a certain level of acceleration or perhaps a particular V/S? Any insight is most welcome! Cheers,
  5. That is really interesting about the turbulence! Pity the weather engines don't do the turbulence better. But the wing flexing up and down while you taxi looks damn good!
  6. I would suggest trying to load 0 fuel into the PMDG aircraft and have a look at the wing then. That way you are almost guaranteed that the aircraft in photos has more fuel in the wing than PMDG. However, as has been said a lot of times here by PMDG, they want data, not just subjective photos and eyeballing.
  7. Brian is spot on. The 737 is damn good. I still think it's got the best-looking VC of all the PMDG planes. They really got the textures.
  8. Hi all, I was wondering if someone might be able to clear this up for me. I have a 5.1 system plugged into my computer (as in several cables leading out of the computer, into a 5.1 amplifier, then out to 5 speakers and a subwoofer). I have my sound panel set up as such: https://www.dropbox.com/s/22mvv7dm4wp53el/Sound.png?dl=0 On the 737, the engine sounds come from the rear two speakers. On the 777 and 747, the engine sounds come from the front/centre speakers. It doesn't bother me as such, if anything, it's more realistic coming from the rear speakers - but why the difference? Cheers, Rudy
  9. Good to know I'm not the only one.
  10. Hi all, I noticed before flight the hydraulic brake pressure gauge below the ND was in the read reading just above 300. Brakes worked fine. Still during flight it is only reading a bit over 300. No EICAS warnings anything. Anybody else seen this or is there something I'm missing? Also I've noticed you can no longer see the lights on the wings from wing views aft of the wing. Is this something PMDG updated to be more realistic? Cheers, Rudy
  11. I should add I followed instructions for uninstall/reinstall to a tee. Uninstalled Client, reinstalled Client. Then same for content, then scenery. Deleted shaders and CFG.
  12. Hi there all, Same problem here - 747 loading causes a crash. All loading set-ups are default. If I start the scenario with the default fighter jet, and then wait of the scenario to load and change to the PMDG 747, all good. I have tried this with and without FSUIPC in the modules folder. Cheers,
  13. Excellent FACT Cape Town scenery for P3Dv4

    You ask someone to be respectful whilst making numerous broad disrespectful generalisations about them. Take your own advice on being respectful and keep your generational sociology out of it. I'll have a look at the scenery. Thanks Richard. Cheers as always,
  14. This isn't good...

    That looks very similar to an error I got when I accidentally turned off the ground power without connecting the APU first, causing a bunch of things to power down.