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Posts posted by sheepfu

  1. The speeds of V1, VR, and V2 in the real bird are a mathmatical calculation which performs calculations based on data entered into the CDU. The data it looks at is GW, , Flaps setting, CG, Air Temp, winds, runway length, and thrust setting. While each has its own calculating factors, remember that V1 is all about a safe Rejected Takeoff. This means it is more about runway length and braking distance than actual flight characteristics, however, lift does reduce braking action, therefore, no matter what, V1 is reached before the aircraft has enogh lift to rotate. Therefore, the exact same aircraft with exact same weight and weather should have different V1 speeds for different runway lengths.

  2. The next thing that I would check is to see if you have admin rights to the FSX folder. With all do respect to Mr. Woods and his comments, this is what I would try next. First, uninstall 747. Next disable User Account Control in Windows. Next right click on the 747 installer and select "Run as Administrator". (this shouldn't matter with UAC off, but do it anyway). Now start up FSX and see if the menus show up. Either way, when you are done turn User Account Control back on.

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    The PMDG forums are for PMDG product discussions and support. Posting topics here related to other games, non-illustrative images (as in, I have a problem, here is an image of it), news items not related to PMDG etc. are OFF TOPIC. We are going to get a little more agressive in ensuring that those posts are moved to appropriate locations within AVSIM or deleted. Please do not post off-topic (NON-PMDG) topics, and please do not try to circumvent this. We ask everyone to help us by reporting any off-topic posts here. Thank you.

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    Tom Allensworth


    Pergaps you didn't read this....I see you 0nly have 6 posts!! Just trying to help!



    I am glad you guys are going to start enforcing this rule more.

  4. This is not the official PMDG support system. The official chain is their support ticket system. However, more information would be needed before anybody could put forth a guees. For example, is this a new install of FSX? Was this working before and has now stopped? Is this FSX Acceleration? Give us some clues and we wil try to help you out.

  5. I believe it was the flight test bird N111MD. Now it is N601FE. In 1995 when this test was done, MD was just finishing up the PIP program with its original test bird. So it would make sense that it would be available for NASA to use. The only other manufature that used a stainless exterior was American. But they didn't start getting theirs until '92 so far too young of birds to be loaned out ot NASA. Also the American units did not have stainless tails, where as the test bird and the bird in the photos do.

  6. Perhaps we need to see a screen shot of the MCP and the PFD. This will show what the settings of the autopilot are and what mode it is in. The PMDG autopilot operates correctly according to the books. However, there is a basic need to understand the logic of it all. This is where the manual comes in. However, here is a crash course when it comes to decent. First, as you have not reported issues with course or heading, just forget the lateral modes (LNAV, HDG,..) So, you are flying at cruise and approaching your top of decent. You need to decide how you wish to execute the decent. First step is to determine the first crossing altitude. This may be on a chart, provided by ATC, or just chosen by you. Enter this altitude into the MCP. You will notice, the jet doesn't move. This is because you haven't actually changed the Autopilot's mode. All you have done is said how far the bird can descend. Now you must decide how you want to get down. There are for options. 1. Manual, pilot controls the rate of decent using the yoke. 2. Flight Change Mode FLCH: Pilot controls the rate of decent through the use of throttle and the set MCP speed. 3. Verticle Speed VS: Pilot controls the rate of decent to a specific FPM. 4: VNAV: Decent is controlled via a pre determined flight path within the flight management system.


    So as you can see, there are a lot of options you can choose for decent. In real world ops, FLCH and VNAV are the ones which are typically used. This is because they both have built in overspeed protection where the other modes do not.

  7. AJ,


    This is normal. As Robert (PMDG chief) has said, she just climbs better in colder air. The effect you are running into is all about density altitude. Info available here http://en.wikipedia.org/wiki/Density_altitude.


    Now, if you think about it, you have heard of airports being referred to as "high and hot". Why this matters is, in a rough sense, the hotter it is at a given altitude the higher the altitude the aircraft acts like it is performing at. If the ISA is 3 degerees at 22,000 the aircraft may perform like it is at 27,000

  8. Kyle nailed it on the nose. If you look at the reports from the BA flight which experienced a four engine failure due to ash, Electrical power was reduced, but still available. The GEN drive is run off of the cold secion of the engine. Hydralics and bleed air systems work off of both the cold and hot sections of the engine. Therefore, since you cannot feather a turbine engine, if you have airspeed, you have the minimums that you need. While twin engine aircraft can do this too, they are provided with a RAT to suplement the windmilling systems. They have two turbines instead of four, so think half the power.


    Now you are correct that some planes are required to be able to start the APU at any altitude (777). This is a ETOPS requirement which the 747 is not required to comply with.

  9. Piper Malibu is the base model. The Mirage and Miridian are evolutions of the Malibu. If you think of BMW, there is the 3 series with sub series like the 328, 328IS, 335 etc. However, the Carenado bird is not a Meridian. The Meridian was a Turbo Prop from Piper. This is a Malibu that has been converted to a turboprop by Jetprop LLC. http://www.jetprop.com/. As far as ATC call signs go, I have heard them referenced to as both Miridian and as Jetprop. The reason for this is ATC needs to have a basic understanding of what your aircraft is capable of. I you were to refer to yourself as a Malibu only, the ATC would be shocked to see you cooking along at 260 knts instead of 200, thus making his job more difficult.

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