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About machine2035

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    After 5 years of just watching these forums, I decided to start contributing my knowledge..

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  1. Does anyone have this mod that can share it?
  2. Does anyone who has more knowledge than me in panel.cfg etc know if the following would be possible (having two Reality XP 430W's in the places I marked). If it is, would someone (Bert??) be kind enough to provide the entry for the panel.cfg to do so Danke!
  3. Yes, that would work to. I have been usually calculating my TO PERF during flight-planning just for the sakes of saving time. Unless the winds are forecasted to change rapidly in the TAF, the conditions will usually be stable within the 45minutes that I flight planned within.
  4. No. Pressure Altitude is what the altimeter would display when you set it to the standard barometric setting (1013hPa/29.92inHg). To correct your field elevation to pressure altitude; [a] Obtain current QNH at airport (For this example, we will say 1021hPa and FE = 1000ft). Find the difference (so 1021-1013 = 8hPa). [c] 1hPa = 30ft. Since QNH is higher than standard, pressure elevation will be less than field elevation. [d] Pressure Altitude = Field Elevation - (30ft x hPa differences). [e] In this example, Pressure Altitude = 1000 - (30x8) = 976ft. Most the time the pressure altitude won't be a huge difference to the field elevation and the same table/chart in the manual will be used.
  5. Sorry, misread your original post. Thought you meant you can't cancel a de-rate, period (as in it was a permanent fixture like a factory de-rate). It is also possible to cancel any derate thrust limits by pushing the TO/GA switch a second time.
  6. Are we talking about factory de-rates here or a de-rate entered through the FMC? Obviously there is the GE90-110 and GE90-115 which are both the exact same engine but one is factory de-rated to 110,000lbs. However, you can still de-rate each of them through the FMC, and these can obviously be cancelled and are used when deemed neccesary by the performance manuals/software.
  7. Ok, yes, I was just able to obtain an assumed temp. I might play around more with the program and profiles and see what I can come up with.
  8. You are able to get V-Speeds on the released OFP, hence why in the flight planning template there is a whole section on take-off performance. Numerous commands include; <&TO_V1> <&TO_Thrust> etc etc. Just had a look at this. Using the included PSS 777 profile, it calculates a de-rate but no assumed temperature. Most airlines use the ATM (Assumed Temperature Method), so right now this program is unfortunately no use to me.
  9. Does it begin with S... I have a sneaking suspicion (damn thats alot of alliteration) :lol:
  10. There are also charts/tables which will calculate the neccesary reductions required to your v-speeds to provide a selected margin. Therefore the speeds can be un-balanced (For those unfamiliar, a balanced v speed means stop distance = take off distance required). Remember, that airlines and software developers all get their data from somewhere in the first place - Every thing is able to be calculated manually... It is just very time consuming, and for most of the general public, such manuals/info from the manufacturer is not available (I am just fortunate I have it). I agree TOPCAT would make it a tonne easier, hoping Christian can create a profile sometime in the future once PFPX settles down.
  11. Hi Richard, The FMC is only able to calculate V-Speeds. As mentioned by some others, it is unable to calculate using the ATM (Assumed temperature method) for an assumed temperature and associated de-rate rating. Usually if the figures in the FMC are conservative compared to what we calculated, we will use them anyway (but keep the assumed temp/de-rate that was calculated). In regards to your TOPCAT/PFPX question, I am not too sure what you are asking. TOPCAT is not needed at all to use PFPX for it's main purpose - to generate/build a flightplan and hence release an Operational Flight Plan. On aircraft which are supported by TOPCAT (not the 777 at this stage), the only advantage of having TOPCAT with PFPX is that you can incorporate the TO DATA directly into the OFP release rather than calculating it at a later stage individually with TOPCAT application. I assume we will see another 3rd party dev such as Aurasim or that bloke that made the freeware NGX take-off data calculator some time in the near future... I just hope those which would like to have some primitive performance method prior to these such tools being released.
  12. Okay. So basically, the purpose of the 'TO1 Takeoff Weights' table is to be able to convert the figures calculated by the 'Takeoff Charts' into ones that take-into account the 10% less thurst available For example, you find, after plotting your lines on your 'Obstacle Limit' chart, that your obstacle limit weight is 280t. If you look at the TO Takeoff Weight table, you can see that corresponds to 251.9t. So therefore, using a TO-1 derate, due 10% less thrust, your now limited to a MTOW of 251.9t. On a OPT or similar tool in real life, usually the MTOW is follow by a letter. A number followed by S, usually means structural MTOW (so what the plane is designed to go to), or a L which means limit (due to obstacles, brake energy etc.) I have only ever seen a few cases were MTOW are limited by brake energy or tire speed, but there are a few airports where obstacles play into the game. It all just depends where you are flying out of. Hope this helps a bit.
  13. Currently at work on my iPad, but when I finish in a few hours ill explain it all - unless someone beats me to it :-).
  14. You're welcome. If anyone has any other questions regarding understanding some of the data presented in the Performance Dispatch/Inflight sections of the FCOM, please ask away!
  15. ..... Obstacles only limit the take-off weight. Unless there is a signifcant obstacle, which @ Sydney I assure you not there is not, MTOW is not penalised very much (and no, before anyone asks, centrepoint tower is not in the way :lol: ). In any case, it is hard to find obstacle data with distance from brake release etc.
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