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richjb2

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About richjb2

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    Rich Boll

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    Wichita, KS

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About Me

  • About Me
    Business aviation pilot. CL30, Lear 45. Flight simulator enthusiast since 1988 using Sublogic ATP; Elite, PS1 & PSX; MSFS 2002, 2004, FS9, FSX; P3Dv4, X-Plane

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  1. YES!!!!! They need to show a July crowd listening to Andre & the Johan Strass Orchestra! One of these days, I'll get to go in person. Until then, it's YouTube and Andre's shows! (1809) André Rieu - Love in Maastricht - 2021 - YouTube
  2. Greetings all, I am playing with OC on my i9-9900K ROG Z390E. I'm using ASUS ROG's AI tools to OC. However, I have been experiencing BSDs that can't explain. I finally caught one of the messages while running a stress test using Intel's Extreme Tuning Utility running the AVX test for 30 minutes. This was the BSD's error code, which I captured using the QR code: IRQL_not_less_or_equal Here's MS's report on fixing it: How to fix Error 0xA: IRQL_not_less_or_equal (microsoft.com) It was interesting that the anti-virus was pinged as a possible cause. Does AV software affect overclocking? After the crash, ASUS AI throttled the OC from 41% (5000 GHz) down to 38% (4900 GHz). I'm running the AVX stress test again. CPU Core V is holding at 1.305. CPU Package Temp is running mid to upper 70's with a peak of 82C (3 different sources: Intel ETU, CPUID HWMonitor, and Core Temp v1.16) However, ASUS's ROG software is reporting a steady CPU temperature of 65. Is a CPU package temperature in the upper 70s with peak of 82C acceptable? Thanks for your help! Rich Boll
  3. Hoang, In the US, the SIDs and STARs that are used for each airport are largely dependent on the city pairs, e.g. KORD to KJFK. In the US, we use IFR Preferred Routes and Coded Departure Routes (CDRs). CDRs are used mainly by ATC to route-around constrained airspace/routes, for example if a severe weather event occurs. IFR Preferred Routes are just what the name implies, routes between city pairs that the FAA expects users to file in their IFR flight plan. Both the CDRs and Preferred IFR routes will list SIDs and STARs that should be used at these airports. You can look up CDR routes and Preferred IFR (NFDC) routes on the FAA's Air Traffic Command Center's website's Route Management Tool: Route Management Tool (faa.gov) Not all SIDs and STARs are used at airports, but one rule of thumb is that if you are RNAV equipped and qualified, you should file and use an RNAV SID or RNAV STAR. Europe also has a route management too. SimBrief and PPFPX both have internal links that will validate the selected flight plan for the correct route and SID/STAR. FlightAware and FlightRadar24 also have places where you can see the frequent routes between city pair, including SIDs and STARs. Hope this helped? Rich Boll
  4. Hi Mace, I flew charters out of Perryville in the mid-90's when it then known as K02. I was between full-time jobs at the time. Sexauer Flying Service, Navajo Chieftan and Seneca 2. Did a lot of flying for Sabreliner and for TG USA. Sabreliner moved the manufacturing from LAX to Perryville sometime in the late 70's. I believe the last of the 65s came off the line there. I'm not sure if any of the 75 or 80's came off the Perryville line. Sabreliner was spun off from North American to its own company. In the mid to late 80's, there was proposal to start a new model Sabreliner, fully modernized. It would competed nicely against the Lear 60 and Hawker 800. With the recession of the late 80s, that all came to an end, and Sabreliner turned into a MRO company supporting not only the Sabreliner but other business jets. In the early 80's, the US Navy bought a bunch of older Sabre 40s for conversion into NFO trainers for navigators and WSOs. There still in use. Today, I don't believe Sabreliner is still independent company, but the MRO facility is still at Perryville supporting business aviation and military aviation. Miss the creek fishing in So. Missouri, your neck of the woods! Rich
  5. What the Sabreliner can do in the hands of a "good pilot":
  6. Company that I used to fly for had the first Sabreliner, serial number 3. Purchased in 1963, the contract was signed on a demo flight from STL to TEB and back. The company's then current airplane was a Convair 440 nicknamed "Tin Cow". The company was Pet, Inc, based in St. Louis. Remmert-Werner in St. Louis made a name for themselves converting old WW2 military aircraft for the civilian business aviation market. North American had no experience in marketing aircraft to the civilian world, so they contracted with Remmert-Werner to market the Sabreliner them. Nearly every corporation in St. Louis that owned a transport piston business aircraft transition to Sabreliner. This was all several years before Bill Lear delivered his first Lear 23, the so-called "first business jet". I've had a chance to fly all models of the Sabreliner, so I'm looking forward to testing this one out. Rich Boll Wichita, KS
  7. A Citizen "Railroad Approved" watch.... 🙂 A Short History of Railroad Watches - WatchTime
  8. FSUIPC is the best. Yes, expensive, but well worth it for a variety of reason. I have B737 quadrant that I wouldn't be able to run without it. I can set the detents, and they work as advertised. Rich Boll
  9. That's the way likely is in real unit. A pin setting. Once you get into STCs, almost any configuration and function is possible. Rich
  10. That is how the Garmin would work in a business jet. The reason is to use vertical guidance down to the final approach fix. We're engaged in FMS (NAV) and VNAV, or following the VNAV track all the way down along the STAR and the approach. We don't like to drive and drive. 🙂 Rich
  11. How does F1 implementation screw up the LPV approach in approach mode? I've flown several LPV approaches in the FSW Lear 35 with the F1 with the FD in NAV and GS mode with no issues. Rich
  12. We had three Lear 35s, and the oldest N182K, was the best flying of the bunch as well. Part of it was because I could get the seat further back. Unfortunately, after we sold it, it met an unfortunate and untimely demise at Bridgeport CT in the mid-2000s. 3800 hours on a Lear 35 with an FC200 AP is very well kept airplane! 🙂
  13. The EHSI needles might show different different. IIRC, the RNAV needles are white and VHF NAVAID needles are green. There are problem more options for colors on later model EHSIs as well. I have friend flying a Lear 55 with the GTN 750. I believe their instrument panel is the same as the Lear 35 FC530. I'll check with him as well. I assume the limitation on display of the VNAV path lies with RXP and not Flysimware, correct? If so, I'll begin bugging folks on the RXP forum. Thanks again, Al! Rich
  14. Hi Al, The Vertical Deviation (990' ft) does show that you're above path. Yes, the higher vertical rate is indicative of being above path, as well. But all this is analogous to the FMS saying that your Desired Track is 132, but actual Track is 140, and that you are 1.5 NM right of course, which these four fields can to be set to show. It's much easier and more intuitive to look at the HSI and see that you're 1 and 1/2 dots right of course and you better turn left. This is why we insist on having a CDI show lateral deviation with RNAV as opposed to relying on pilots to divine their position from TRK, DTK, and TKE. The Lear 35 and similarly equipped steam gauge instruments do not have flexibility in how they display information. For example, in the G5000 that I fly in the Lear 75, I see magenta needles when FMS/RNAV guidance is provided and green needles when ground based NAVAID guidance (VOR, ILS, etc.) is displayed. When FMS/RNAV guidance is displayed, in the vertical deviation window I see a magenta "doghouse" when baro-VNAV vertical guidance is generated or a magenta diamond when SBAS vertical guidance is generated. I see a green vertical deviation needle when ILS glideslope is generated. But this is only because I have an electronic display with a signal generator that can places these different color needles on the tube. In the Lear 35, I have an FIS 84 Attitude Director Indictor (ADI) and a HSI that was designed long before any type of RNAV system with lateral or vertical guidance was available and the norm. This is circa 1980 technology. Adding the Garmin FMS or any other FMS doesn't change the limitations on these electrotechnical instruments. Those needles are actual mechanical needles that can't change color. They can be driven by different inputs based switch selection, NAV or GPS, but that's it. I only had a brief period where I actually flew the Lear 35 with an FMS that drove electromechanical mechanical needles. The FMS was the old GLSx system from 2000-2003, and that system did drive ILS glideslope indicator to show vertical deviation when the FMS was providing input to the system. The same things was true in the Lear 35 simulator that I posted the YouTube video when they upgraded that simulator from the UNS 1m to the UNS 1ew. I had chance to fly it a few times before it moved to FSI ATL. Can these "federated" systems get you into trouble? Yes, been there, done that, have the t-shirt. The old Westwind I used to fly in the '80s didn't have an FMS. It has a Global 500 VLF/Omega navigation system. Think of a CVIA INS 10 waypoint navigation system, but without the "inertial" part. It used the 10 station Omega navigation system and piggybacked on the US Navy's VLF communication systems for submarines to generate position information. You loaded 10 LAT/LON waypoints, typically the VOR/VORTACs that formed the airways, or the SID or STARs. I had switch that would set the CDI on the HSI to either NAV or "VLF". However, the VLF lacked capability to slave the the HSI needle, so you had to keep watch of the current Track Angle and periodically reset the HSI CDI to the correct track angle or you would get off of track quite easily. The FD-109 FD was horrible when tracking the CDI in NAV mode (ILS, VOR, or VLF....didn't matter), so we used heading (HDG) mode to fly keep the CDI centered. It didn't take long to get screwed up and get off course. Also, it didn't take much to push the wrong button, or neglect to make switch when it came time and track NAV mode when should have been tracking VLF, or vice versa. There is an expectation that professional pilots know and understand their displays, especially when we cobble together modern FMS technology with Jurassic jet instrumentation and flight guidance systems. Opinions may differ, however, I think you'll find that it is not an undesirable feature, and in fact, it would a requirement if I were spec'ing out an installation & STC for the Lear or any similar type steam gauge airplane. Thanks again for your help and making this airplane fun to fly. Like I've said, it's one of best simulations of business jet aircraft available. Rich
  15. Thanks Al! I was afraid you were going to say that. I guess that's one advantage of the F1 GTN. I have used those user defined fields and did set up one for the VSR as it's helpful even when using the VNAV needle. However, there's nothing in the G750 to let you know that you're getting above or below path on a descent as the winds & TAS change. I'm surprised that Garmin didn't actually put a vertical path display on the map, something similar to what Boeing did. Thanks again, sir! I still owe you the test flight of the Lear 35 cab file. Contemplating a move to P3D v5 next week. Rich
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