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adamant365

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Everything posted by adamant365

  1. There is a way to do it, but I believe you will be doing some manual editing of the aircraft.cfg files for each variant. You can add "HotKeySelect= " and then a number 1-9 after it for the camera definition you want (in this case it's "Overhead Lower Panel"). But you MIGHT have to do it using FSUIPC and I get a bit fuzzy on the details from there. Just google "HotKeySelect FSX Aircraft CFG FSUIPC" and you should get something helpful.
  2. I noticed this as well. And so off to airliners(dot)net I went. And indeed, even with the LCD displays, it says "CRT" below the brightness knobs. Must have been easier to keep the same part number I guess? Probably something to do with the fact that you walk into a hardware store and a fastener costs $0.10 but if you walk into an FAA certified hardware store that same fastener is $25.00.
  3. It makes some sense, but you'll notice the EPR in the RR/PW versions is decreasing away from the green target when THR REF engages, not decreasing to meet it like you're explaining. I'm not seeing an increase in EPR during the TO, it is staying stable. EDIT: I see what you're saying now. Just did a quick test with the PW variant. While EPR stays stable throughout the TO run, N1 does increase by 2-3%. Then at THR REF (400'), N1 decreases to the original TO value but that causes EPR to decrease away from the target TO value. In my recent test EPR dropped from 1.44 to 1.39.
  4. Just a heads up, I did log a ticket with PMDG on Friday specific to the EPR (PW & RR) issue discussed in this thread and a member of the dev team replied that they are looking into the logic. There's another thread regarding a thrust increase with the GE variant. I haven't paid close enough attention to N1 during any of my takeoffs to see this, but all variants are having their logic examined. That user was going to raise a ticket with PMDG as well. To be honest, I probably would have never noticed the issue with EPR if it hadn't been for the audible decrease in engine note so I'll have to look at N1 on the GE version next time I fly it.
  5. Roger that. Interestingly, I learned pattern work from that Aerowinx forum retired BA pilot. He has a couple unlisted YouTube videos I watched to get familiar with the proper setup for taking the 74 through some patterns. Although I could never get the EPR targets right. If I followed the EPR values he used, I would be overspeeding all over the place so maybe I was doing something wrong there. But I digress... I'll be interested to hear RB211 pilot input.
  6. I actually found that same formula and came up with a 2 degree increase in TAT. Here's why...although an "ideal" atmosphere would have a lapse rate of +3C per thousand, my OAT stayed steady at +15 throughout. FSX has a far from ideal default atmosphere. Hence the reason I usually use ASN for weather. Although FSX's flawed lapse model is definitely good for testing this scenario. Am I thinking about this correctly?? Either way, I do agree that more info is necessary. I'm hesitant to call this an "issue" without something more concrete. Someone with real world, first hand RB211 experience chiming in maybe??
  7. One way to shorten the ground turn is to load up your most used panel state, start the "short" ground ops, let it run for (in your case) 45 minutes, then save the panel state and set it as the default. Next time you load the aircraft, it will start with 15 minutes remaining. Only caveat is you can't manually adjust the fuel level...you have to use the service truck. You won't get a reasonable fuel load on board in 15 minutes, but you could wait until the ground ops are complete and then adjust your fuel manually. EDIT: Here's my original reply on this: http://www.avsim.com/topic/503407-automatic-ground-operations/?p=3565001
  8. Definitely try this. I had a significant (5-7 FPS) performance increase when I changed the --- default (unlimited FPS) settings to 15. PFD is still very smooth but performance is much improved.
  9. Okay, so I did another test just now. Little more realistic on the weights and D-TO: 310T, D-TO +34, CLB 1 armed, sitting at an 11000' runway. Totally default weather, hardware throttle override set to "NEVER" and when I pressed TOGA, I fully advanced my thrust lever as I always do. I did check my hardware calibration and it indeed is at max when I fully advance the lever. First shot is immediately prior to rolling: Next, right after HOLD engages: Next, as THR REF reengages at +400': This time I also captured the reduction to CLB-1 after selecting flap 5: So clearly, rated EPR was maintained throughout the TO roll, but again, when THR REF engages, there's a 0.03 drop in EPR and definite engine note change. Also interesting is when CLB 1 engaged, the target was met exactly. OAT stayed steady at +15C, air pressure was 29.92 throughout. Interestingly, TAT went from +15 before rolling, up to +20 when THR REF engaged (as I would expect), but then decreased to +18 by the time CLB 1 was set. I would think with a constant OAT, increase in altitude AMSL of only 1500', but an airspeed increase of 40+ knots, TAT would only increase, not decrease. My quick TAS calculation gives a true airspeed increase from about 190KTAS at the THR REF engagement to about 235KTAS when CLB 1 engaged, but yet the TAT decreased?? Is that correct?
  10. I would say it's possible that the ability to engage one autopilot but not the other is coincidental. Do as Kyle suggests and enable the setting to ignore control inputs under A/P.
  11. Make sure your head isn't "stuck" in the headrest. Has happened to me many times and is due to a couple things: 1. FSX stupid head movement feature which is exacerbated by the 747 because it's so long. 2. (conjecture) Something about the geometry of the flight deck. The headrests seem to be closer to the main panel in the 747. I never have this problem in the 777. I use 0.9 zoom exclusively in all addons and the 74 is the only one I seem to have this happen. I'm sure the modeling by PMDG is spot on, but I swear the seat is closer in the 74. My fix is to modify all installed liveries for the 744 to turn off the captain headrest. It isn't realistic for most airlines, but has corrected my issue. EDIT: I use EZDOK too. So I know exactly what you're experiencing. Oh, and how I fix it when it does happen, simply move your view forward a little ("UP" arrow key in my setup), then hit the "Edit" button twice (NumPad 2 is the default) to save it. I have to do this many times per flight, to be honest (although removing the headrest is pretty much the permanent fix for me).
  12. Fair enough, thanks for the reply Kyle. Always nice to read your matter-of-fact responses.
  13. Is there any way that option could be moved to the "PMDG Options" menu so it's a global change? If it's unrealistic anyway, why not stick it with the other options that may or may not be fully realistic. It's just a bit of a hassle to modify every livery for something I would want to apply globally. While I'm at it, can we possibly move the headrest option to the PMDG options menu as well so it's global? Or maybe make it a separate option to remove the headrests altogether? That headrest has caused me some consternation what with it's magical ability to remove my control of the MCP/CDU, etc. when my head gets stuck in it. I know, it's easy enough to move out of it, but when it's a high workload situation and suddenly I can't make inputs (due to FSX's stupid view shifting "feature"), it can be a little frustrating. Removing the headrest solved that issue for me 100%, but I had to do it for every livery. Then when a livery is available for "Update" in the OC, the option reverts, as I have found. Sorry, rant over. Still lovin' this queen
  14. Is there an option to completely disable the nav and strobe lights illuminating the ground? I know there's an option to disable daytime display of the effect, but I don't see one to remove the effect completely. Maybe worth a try to change that setting from whatever you have?? It's on page 7/10 in the PMDG Options menu.
  15. I actually think I read that someone else found something weird with the C&D panel state. It may be corrupt. So I recomend you make your own panel state. So, load the "LONG TURN" panel state, switch everything off, and save that panel state as "COLD DARK." See if that corrects it. By the way, it's probably not a good idea to post the contents of the aircraft.cfg or panel.cfg on a public forum. Might be some proprietary stuff in there. I don't know for sure, but still probably not a good idea. And honestly, I certainly wouldn't modify my aircraft.cfg files with something someone posted on a forum. Not due to trustworthiness, but because if the poster's .cfg contains liveries I don't have, you'll quickly go down the rabbit hole of "why isn't my FSX/P3D working correctly?"
  16. You may have to confirm your weight on the PERF INIT page before it will calculate V Speeds. Some airlines have the option enabled whereby you not only have to enter the weights, but you also have to confirm them. Regrettably, I haven't done a UA flight yet so I don't know their options, but it's certainly a possibility that's your issue.
  17. Thanks Kyle, I actually did that while I was looking up how I set up the reversers. No change after moving the .ini out of the modules folder.
  18. Okay, so on the "Axis Assignment" tab, I moved the axis I wanted to assign to reverse so FSUIPC would "see" it. In my case, it's the right-most of the three levers on the CH Yoke. Then in the "Type of Action" I selected the "Send Direct to FSUIPC Calibration." Below that, I checked the first box and in the drop-down selected "Reverser." Then on the "Joystick Calibration" tab, on page 7 of 11, I assigned it as you would anything else and checked the "Rev" checkbox. I started my range above the lowest possible setting to have a "null" zone.
  19. I am, but primarily to process key commands. I have my primary flight control axes calibrated in Windows and assigned through FSX as recommended by the intro guide. The only adjustment I have made was to put a little positive curve in the elevator axis in FSUIPC because I found it to be too sensitive. My throttle isn't processed in FSUIPC at all, only in FSX. I have the third (far right) throttle axis on my CH yoke assigned to reverse thrust in FSUIPC (with a generous null zone). I have a toggle switch on the CH yoke assigned to TOGA and another for flaps and the right/left fingertip buttons on the CH yoke are assigned in FSUIPC to send a keyboard command for A/T and A/P disconnect to be read by what I've defined in the PMDG key options.
  20. Yes, they are at full forward. Ever since FS2000, I have always advanced my thrust levers as far forward after pressing TOGA. The nice thing about your simulation is the override option. I like to keep it as "In HOLD Mode" simply so i have that control but even with that option set to "NEVER" I see the same behavior.
  21. So you're saying what I'm seeing/hearing isn't normal? For what it's worth, I just spent about an hour watching YouTube videos of 747 takeoffs. I never hear a decrease in engine pitch at 400' like I hear in the PMDG version. Also, I just did a long haul YVR to FRA and with the GE engines there is no decrease after takeoff like I see with the EPR derived versions. Sorry to keep bringing this up, but there has to be something that isn't right here. Could it be it's a sound issue? Looking at my original screenshots, I see N1 only decreases by about 1%, which shouldn't be audible. What I'm hearing at THR REF sounds more like the decrease from TO to CLB. Maybe the sound is being driven by EPR and not N1?
  22. Okay, I'm satisfied. And yes, I do know that N1 is not really an indicator of actual thrust...just a percentage of "maximum" RPM the big fan can produce. EPR is a better indicator of actual output taking dynamic conditions into consideration. I'm just going to fly my 747 and have fun. It really is a great rendition. I'm all planned to do LH493, YVR to FRA in the morning while I do my day job at the same time. No worries about EPR with the LH bird :-) BTW my +70 D-TO was due to a very light weight and long runway. I guess that exacerbated the effect when ram took over.
  23. Ah, yeah, that one. It's called "Reset." It's the black button on the top of the inner knob. As far as I know, it does almost nothing on the 744. When below minimums, your minimum (DH or MDA) selection will flash in amber on the PFD. I think that button clears the flashing but nothing else. On the T7 and NG, the reset button will clear the MDA or DH value completely. It's an "on/off" switch for the value to display on the PFD. The 747 doesn't work like that.
  24. So the outer (wider) MINS knob changes between RADIO (DH) and BARO (MDA). You should see the "hand" as dark grey when you're over the outer knob. The inner knob (taller, narrower) changes the actual value that will display on the PFD. The "hand" will be white over the inner knob. I have noticed it can be tricky to adjust MINS due to the click spots being rather small, IMO. If you're flying a non-precision approach or non-CAT II or III ILS approach, you should be using the BARO selection and setting it to the MDA that is listed on your approach plate. If you're doing a CAT II or III ILS approach you should use RADIO as it will be much more accurate, but only when over the runway safety area/flat grass clearing prior to the runway. Set this to what is listed for "DH" on the approach plate. Outside of that and the radio altimeter can give misleading callouts due to terrain. Setting those values using right/left-clicks and dragging is explained in the intro manual p66.
  25. Wonder if it has something to do with the strobes/nav lights no longer illuminating the ground at that height? Like the sim "de-loads" the effect and causes it to stutter. Would explain why it doesn't happen with nav/stobes off.
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