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About Flamin_Squirrel

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  1. I doubt it, but since that wasn't your question I'm not sure what response you were expecting. Nowhere else have you mentioned it was that severe (and I'm certainly not experiencing it) so suggest you drop the patronising tone and go raise a ticket.
  2. It's realistic. The yaw damper provides turn co-ordination, but it doesn't (in the 747 at least) compensate for adverse aileron roll, which is why you only notice this issue when rolling into/out of turns.
  3. Not true. There are two aspects to the hydraulic head here: what the pump generates, and the back pressure resisting it (see red and blue lines on the graph below). These figures match during steady flow. By opening a second dump nozzle, it will cause the ""system head loss" to reduce, which will cause the blue line to flatten. The curves will intersect further to the right, indicating the pump will be generating less pressure but higher flow. Hope that helps.
  4. Given the depth PMDG go into I wouldn't be surprised if they've researched all the above details for each component. I would suggest in this case that the clock is more than just simply a run timer. As stated in the wiki article you linked, MTBF is based on parts operating under specified conditions. MTBF for a real part is clearly going to be different for parts that are correctly serviced and those not serviced at all. Again I wouldn't be surprised if PMDG have considered both, but this is exactly why I'd like to know how the service based failure system actually works.
  5. I've read that before, and no it doesn't, not quite. So you get to 250hr mark, then what happens?: You run the service, does the MTBF restart for all components? You run the service, MTBF clock continues to run, but based on correctly serviced parts (less likely to fail) You don't run the service, the MTBF conftines to run, but parts are not correctly serviced (more likely to fail) The above should hopefully clarify what I'm trying to understand. I want to encounter some failures so just want to figure out what's going on. Am I better off running a higher time multiplier, not servicing, or both, for example.
  6. Hi guys. I'm assuming that going over the 250 hour maintenance period and failing to service will increase the chance of component failure. Does anyone know exactly how this works?
  7. On a related note: Once tank to engine is established, tanks 1 and 4 are isolated, but there crossfeed between left and right, 2/3, is still open. Why are tank 2/3 crossfeed switches guarded, and why don't they get closed to prevent transfer? It's almost like flying a twin with the crossfeed left open.
  8. Which is why I said normally, indicating there may be exceptions. Not really sure what nit picking my posts is adding to the topic.
  9. Look at the QRH. That said, a difference in calculated and totalizer values normally has nothing to do with fuel imbalance, it normally indicates a fuel leak.
  10. Hi guys. I think this might be an issue but wanted to check before raising a ticket. Here's the relevent text from the FCOM: This doesn't seem to happen for me. Anyone else not getting this?
  11. Higher speeds give steeper descent angles. Try slowing down later, and hopefully you'll get a better result. Why wouldn't you use FLCH?
  12. Yes active ATC station. I tried all sorts yesterday, nothing worked. Tried today, all is fine Ah well, thanks for your input!
  13. Hi guys, I have a strange problem I hope someone can help me with. I'm using vPilot with P3D; I can connect, transmit and receive text, and receive voice... but I can't transmit. I've setup a PTT key, and get the beep when I press they key when not tuned to an active station. When I tune to a station and press the PTT key however, the TX icon won't light up and I can't transmit. Does anyone have any ideas? Everything is being run as admin.
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