G550flyer

In the US, IFR SUP has it. Tells you the pattern type and altitude. It's a DOD FLIP, but you can find it online. When popping into fields for transition and IFR/VFR pattern work, we would pull it up to get that info.

Greetings all, I wanted to report back that I found the issue. As someone stated above, it was the navigraph EFB's moving map. Hopefully this helps someone in the future. Thanks for all of the help!

Yep, I've done plenty of these when hoping around Africa, South America and into austere island destinations. They clear you to the IAF and off you go. Really fun when it's an NDB in the weather. Was really fun flying heavies and doing NDB approaches while making those "The tail will rise and the head will fall" comments. Now days with proper avionics, you fly it all by FMS with the ADF dialed up. Ya got to love it.

I never have it up, but I will check it out.

I tried watching process lasso and didn't see anything aligning with the pulsing. I will give latencymon a try too.

Exactly! You don't notice it much in the air, it's always at the landing location. I have had at a small airport too. I even turned PG and other things to see, but no joy.

Greetings all, has anyone seen this issue I have linked in the videos before? I have had this on and off and I have my settings set to medium. I have a 5070TI with a 7800x3d with 32G memory on this computer. But I will also see this on my other computer with a 5080, 9950x3d and 64G of memory. It's not always present. One thing I noticed is it only happens now when I taxi or I am in movement. If I hold the brakes, it stops. Just wanted to check and see if any of you experts have seen this. https://drive.google.com/file/d/1rOIkCRk_RVNwSLwjaHHsdYx6_ji7gBs7/view?usp=drive_link https://drive.google.com/file/d/1X94jZ4sBJGvsjMcdkWMh4XfBjtty_0XX/view?usp=drive_link

For the most part you do, but it's mostly wags and techniques. Here are some common ones I use every flight. Mach for miles per minute: Let's say you are doing Mach 0.70. That's 7 miles a minute. This technique helps you cross verify crossing restrictions and if you can make it. Scenario, ATC says, descend and maintain 10,000, cross 20 miles South of VUZ at 15,000. We are currently at FL340 80 miles from VUZ. That puts you 60 miles from the restriction and 19,000 to lose. So, 7 miles a minute takes you about 8.5 minutes to get there. 19,000 feet requires about 2200 feet per minute. So roughly 2500 feet per minute should be doable. Knowing what your aircraft can do will tell you if you are good for the restriction or not. Most can get away with 2500 feet per minute from that altitude with no problem. 4 times your altitude to lose: Say you are looking at the final approach fix and it's at 2000 feet. Again, you are at FL340. That's 32,000 to lose. 4 x 32 is 128 miles to get down. You want to put that descent request in no later than 135 miles from that FAF. Notice I use 4 instead of the standard 3. I use 4 to account for slowing to 250 before going below 10,000. 12 at 12 or 13 at 13: This is a good rule of thumb for slowing to 250 by 10,000 feet. 12 at 12 = 1200 feet per minute at 12,000 feet and 13 at 13 = 1300 feet per minute at 13,000 feet. It can be plus or minus depending on weight, but usually gets me right at 250 at 10,000. Works great for any aircraft, to include the slippery G550. I picked it up while flying DC10s. These work pretty well for me and I use them each flight. Yes, the FMS/FMC does this for you, but it's also good to know to back it up or in case it fails. You can actually do a vertical direct to altitude and it will tell you what VVI is needed at that point. But hey, old habits die hard.

I haven't found a perfect ATC add-on yet, outside of talking to a real person.

Thanks, it's a good mix of military, cargo, airline and corporate aviation. That's one cool thing about military aviation, you can get into a good variety of things that give you a good base to transition to civil aviation.

C-141B, DC-10-30, GIII, GV and G550.

I am ashamed to say that in that plane, I was passed up by everything, to include 737s on the tracks. I was only faster than those C-130s beneath me🤣. We would be doing .74 and step climbing to get up to cruise altitude. I once got a selcal and was told to speed up or descend. I couldn't speed up because of fuel, so I had to descend so that 737 behind me could pass me up😑🤣. I did get revenge once I made it to the DC10, I could do morale speed in that jet.

That's how we did it on coast in.

A lot of folks don't realize the reality of this. I remember when I flew the C-141B, they bought some handheld GPSs that we would stick in the window. That jet had two INS systems and what was interesting, when you crossed the pond, they both would have a lot of drift. The airliners would be lined up and you would be either left of them or right of them. You would set the INS that was closest to the airline line as primary for navigation. You definitely had to update the INS position on a 8 hour or more flight. Gross navigation error checks were a must! Those had held GPS unit brought some comfort because you always feared that call from ATC that you are off course. Now I have so much information that it's impossible to get lost🤣. The DC10s I flew had a nice kalman filter setup in the INS system. If for some reason the GPSs were down and your NAV solution was INS only, after 30 minutes in NAV, the system would estimate position based on the drift rate of each INS in the triple INS system. It then could keep an accurate position when only using INS data.

Also, this coincides with checking NOTAMs, knowing your aircraft's taxi limitations and bringing it all together during your taxi planning with the charts.

It's great for VFR/IFR pattern work

Hmm, the width was an inch. Based on the range markers, they appear to be marked in inch increments. That would be about a 6 inch travel range.

The DC10 definitely had some personality during touchdown. You would get the initial touch down shake when firm, but you would get the oscillating side to side shakes if your were not aligned with the runway at touch down. The more aligned you were the more subtle the side to side shakes were. The most notable things were the sounds. There were plenty of shakes, squeaks, rattles and creaks you would hear during touch down. You would hear them with bumps during taxi and when picking up speed on takeoff. The rougher the runway, the louder it would be. The cockpit was so quiet that you would hear all of these noises.

Yeah, with the MD11 and the DC10, you have to anticipate and stay ahead of the jet. For speed changes, we used two techniques in the DC10. 10% of gross weight + 23 for approach. So for 400K lbs, 40+23 = 63% N1 on a 3.0 slope flaps 35. This puts you very close to approach speed with minor adjustments. Throttle Knob widths for speed changes. From the front to the back of a throttle head is the knob width. So you make changes that way based on the rate of speed change. If your approach speed is slowly decaying, you move all three half a knob width forward and wait. If the rate is a little faster than slowly decaying, you will use a full knob width on all three. So, you get the point. One last thing for the knob width technique is to take half of that input out once the jet has corrected. If you used a full knob width to correct, once back at speed, take half back out. The knob width technique keeps you from yo yoing the throttles with the slow reactance to thrust changes. The heavier she is, the less reactive she is. You perfect this technique during air refueling in the KC10. With those speed techniques, keep in mind these jets behave as three different types of aircraft over the weight ranges. The heavy, middle weight and light weight. For example, at heavier landing weights, you pull power earlier because of the slow reactance. When landing at light weights, you keep that power in longer because if you pull it early, it will slow quickly and drop into the runway. I'll give that technique later. For control inputs, just remember to use small inputs. You have to anticipate and recognize trends early. So as soon as you see you are getting high or low, make a small correction then. Being ahead and atop of those things will keep you stable and you won't have PIO and get pitchy. You don't have to be aggressive, just make that small input and let her gently correct back while visualizing where she will be once corrected. Gentle corrections leads to gentle captures. You appear to have nailed the landings😁. The technique I mentioned for landing, we used in the DC10. We used 10% of our gross weight for flaring. So, 400K lbs = flare starting at 40ft with a gentle power pull. This technique saves you in those three landing weight tiers you will see. You will notice the heavier you are, the earlier the flare starts and the lighter you are, the later the flare starts. That and a gentle power pull will put you down 1200 to 1300 ft down the runway.

In the past I've had to delete the wasm folder and let it recreate when it was behaving strange for me.

Yes, but you can also add the career in a sense that I start as a low pay First Officer for my chosen type. That chore would be fine to work up pay and up to captain. In the real world, you may start out in something heavy. It depends on the companies needs. Like in the USAF. Your first assignment could be a C5, C21, C130 etc. All depends on the needs of the USAF. I started out in the C-141B, it was a heavy.

I'll stand out on that limb🤣 My pet peeve is the game style setup. The Chore: Some products have you chore you way through getting into different types of aircraft and once you make it, it's lack luster. I feel that if you want to simulate certain operations, you should have the option to dive right into the ops you want. Realism: In one addon, I had to chore to get a 777, actually, I just cheated😅. When I bought the 777, I had to pick it up from a 4500ft runway. In those cases, minimum taxiway widths and runway lengths should be considered for flights offered for the type. That's how it's done in the real world. Challenges: One addon would give high pay to deliver an item with a short timing window. These times would be so short that you wouldn't have time to preflight and get clearance and push. I notified the dev and he said it's part of the challenge. That's not realistic unless you are sitting standby or alert. You would still have to go through the process. Some also had these fragile cargo flights, I laughed at those🤣. I've done cargo, passenger and VIP operations. I've never done landings outside of normal criteria unless I had a malfunction that needed a specific sink rate. Like, overweight landings. I have seen a requirement to be 360FPM or less. You want to give me a challenge, set the weather so that I have to pick the correct approaches and minimums. Pick airfields where I would have to actually pick out a taxi plan. I have been to places that I would have to back taxi because I could only use one of the taxiways. Difficult approaches and departures bring in the real challenge. Those are the things that come to mind. Because of those issues, I build my own flights and plan them so that I would meet those challenges as needed, no need for an addon.

Greetings, head over to https://www.flythemaddog.com/site/ and add a ticket or just post in the support forum with images of what you have. We will get you squared away quickly.

Welp, it's back. Not bad but I can notice it. No clue why it's happening. I used to get it on my other computer when the cache was being written and replaced. Maybe it's full again.

Thanks to all that has responded. It was there before I even installed any third party items. But, I did the half rate setting as Tony suggested and it was butter smooth on a flight from KPIT to KBUF, Beyond ATC, PMDG 737 and snow + weather.