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Ivan Kovacevic

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  1. Hello, I'm a happy 747PAX user from PMDG from Day1 basically. And I really enjoyed the good fuel-planning documentation that came with it. A couple of times, on 10+ hour flights, I've achieved great precision when it comes to fuel planning (within the +/- 500kg limit) and I've always been within the 1000kg limit on all of my flights. Unfortunately, the documentation does not reflect the Freighter model that much. Firstly - while some things are updated, others arent. For example - in the Flight Planning diagram, the MLW is still at 285 tonnes, although the Freighter model's MLW is about 396.5 tonnes. Similarly, the main fuel planning tables are still containing the PAX model figures, which do not match the performance of the freighter. Thus - I've ended up with up to 2.5 times more fuel than planned, when flying the freighter. This meant that instead of a normal ~19 tonnes of fuel upon landing, I'd land with something like 30-35 tonnes. Why is this a problem? Well - exceeding the MLW, for one thing. I've started compiling my own data that I intended to use for planning purposes, but soon found myself in a recursive formula that wasn't simple for one bit :S. I also tried "updating" the figures from the main table (the one containing trip fuel, time and weight corrections for the PAX version) but again, found myself unable to solve a recursive formula I made.Anyone know any tips or tricks for this issue? ThanksIvan
  2. Thanks for a prompt reply!What should I look for specifically? CheersIvan
  3. Hehe! What a cool idea! I'm a proud owner of a Dell Axim X51v PDA, which would most likely handle something as simple as an FMC thingy. Hmmm, there has to be a way to do it...*puts on the thinking hat*Ivan
  4. I have a problem with all 737 and 747 aircraft variants from PMDG. For some reason, I can not trim the aircraft manually, and the autopilot can not engage (probably as a result of the trim issue). I've successfuly used both airplanes in the past, and the only difference that I can think of now, is the fact that by solving a code problem for FSUIPC, I have that thing fully registered. What happens with the 747 is as follows: when airborne I hold the ANU trim button, and the thing fluctates around 4.5, and never moves to any position. The aircraft is fully trimable on the ground, but goes back to the default 4.5 units ANU after takeoff. AP can not be engaged.On the other hand, I can trim the 737, but the movement of the elevator surface is not normal at all. It shakes up and down, and takes twice as much time to trim then it used to. Again, the AP can not be coupled. I've tried un-installing both the 737 and 747, installing only the 737 and had the same problems.Happy New Year!
  5. Now that I've read through that part of the manual again, I do have a completely different understanding of the failures simulated. I withdraw my initial comment. Thanks for the help!
  6. Hello! I am interested to know whether there will be some changes in some of the systems on the 747 FSX release. The first thing I had in mind were the failures. Sure, most of them ARE simulated....however, all you can do is manually arm them and then, of course - you know they'll fail. No element of suprise there :) I was wondering whether there will be an option of a completely randomly and independently generated failure? Something like having the anti-ice failure on one of the engines, for example. Or something as severe as the hydraulic failure! Have the #4 system leak, and land on the main body gear only! :) Would stuff like that be possible? Of course, to make it realistic, it wouldn't be right to have a failure on every flight, but also wouldn't be much fun having a failure only every 4000 hours of operation.....Cheers!Ivan
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