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Lek767

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Posts posted by Lek767

  1. Posted

    Thank you for that generosity.

     

    You have been a member since December of 2009. I went back through our records to Jan. 1, 2012 and could not find that you donated to help us "guarantee adequate performance" or our "overhead". Send us a really big check and we will be happy to ensure that we "guarantee adequate performance" and sufficient "overhead" for you.

     

    Oh but wait; you expect maximum performance, free access, and to do it "anonymously" as you describe it, without any thought of sharing the burden. Hmmm. Why doesn't that surprise me?

     

    We are experimenting with Keywords to help us grow our performance and increase our overhead. If you can't abide by that, you know where the door is.

     

    Hey Tom, I could get in a lengthy argument with you about how those ad hominems of yours are completely out of line, and detrimental to the general atmosphere here on AVSIM. Frankly, I think you're a better man that that. To prove my point, I've made a hundred dollar donation to AVSIM yesterday, more or less invalidating your point that I'm acting like a freeloading douche (or words to that effect).

     

    So let's see if we can turn these adversarial lemons into somewhat more productive lemonade. I hereby pledge an additional donation of one hundred and fifty dollars, bringing the total up to two hundred and fifty dollars, if I could get a simple thank you from you and an apology for questioning my motives and good intentions. Of course, should you decide to ban me for this gross display of insolence, we'll leave it at the hundred already donated and I'll show myself out.

     

    You are regarded as the ambassador of this site and your treatment of its members has a direct effect on AVSIM's financial bottom line; I'm looking forward to seeing your response.

  4. Posted

    Struggling? A bit of exaggeration don't you think? You don't do your credibility any good with hyperbole like this.

     

    The reason I used such a sacrilegious term is that, of all the sites I frequent frequently, AVSIM is the only one that had to disable guest read access to its forums for performance reasons. Now, I'm sure this decision was made for sound tactical reasons, and I have no intention of playing Monday-morning sysadmin. What I am saying is that, if AVSIM is apparently forced to take such drastic measures to guarantee adequate performance for its registered user base, the amount of headroom available in the site's infrastructure leaves something to be desired. Hence, I stand by my assessment (although I'd love to be proven wrong, by having anonymous access to the forums restored to its former glory).

     

    As for the foray into in-line advertising on AVSIM: sorry, but I'll have to maintain my stance that such a choice would be seriously misguided. My first reaction to this development was the thought that 2004 called and that they wanted their IntelliTXT back. Keyword ads linked to in-content popups happened to be one of the many forms of user-hostile, disruptive advertising tactics that cropped up during the early noughties, precipitating the explosive adoption of in-browser popup and ad blocking in response. But don't take my word for it. Here's what usability guru Jacob Nielsen has to say on the subject:

     

    One of misery design's most insidious recent examples is the idea of embedding links to advertising on the actual words of an article using a service like IntelliTxt. By sullying the very concept of navigation, such ads not only damage the user experience on the host site, they poison the well for all websites. Such links make users even less likely to navigate sites, and more likely to turn to trusted search engines to guide them to the next page.

     

    Like much Web advertising, embedded ad links rely on interruption marketing, intruding as much as possible on users and preventing them from doing what they want to do. As such, many of these ads have been failures. The most successful Web ads empower -- rather than annoy -- users. Examples include search engine advertising , sites with classified ads, and request marketing.

    Anyway, I'll get off my soapbox now. I wish you all the best.

  7. Posted

     

     


    Press A, go through the views, when you reach the 2D view of the main panel, press shift 6, Undock the overhead, move it to your monitor press A and go back to your VC. :)

     

    It's even easier than that. You can press shift-6 directly from the VC view and the 2D overhead panel will pop up right in front of you. Resize, drag to secondary monitor, and Bob's your uncle. :smile:

  9. Posted

    Unless you've got a very expensive servo-operated throttle quadrant right beside you, you should generally choose the "IN HOLD/ARM MODE ONLY" option for the "MANUAL A/T OVERRIDE" setting. Using "ALWAYS" will lead to the kind of issues you're describing, and "NEVER" will unnecessarily limit the manual use of your throttle during various phases of the flight.

     

    You do have to ascertain that your throttles are not returning jittery values at their max thrust setting, or the NGX will interpret that as a valid input and firewall the throttles during takeoff when the thrust mode switches to THR HOLD. If that's the case, and calibrating your hardware throttle with a sufficiently large dead zone at both ends of its full range doesn't resolve the issue, using the "NEVER" mode might be your only viable course of action.

     

    By the way, these kind of issues tend to be resolved more quickly when you post a couple of cockpit screenshots showing the problem as it occurs.

  10. Posted

    Well...did get down but not exactly the way I usually land...after t/d the main right landing gear sank down into the ground but looking at the aircraft hopefully everyone onboard were able to walk from the a/c using their own legs.

     

     

     

    Still wondering what happened and why...

     

    Just to let you know you're not crazy, I'm able to report that the exact same thing happened to me once (and only once) a couple of weeks ago. One of the main landing gears remained extended, no warnings, no lights, no failures, ultimately resulting in a "collapsed gear" and nacelle paint scrub job upon landing. I've never figured out what the exact cause was, unfortunately.

  12. Posted

    Don't watch videos on youtube, and then compare them with your system

     

    Many of them use Fsrecorder, which creates perfect smooth playback for recording videos without a studder in sight.

     

    Indeed. Just take a look at the description of the YouTube video linked to in post #5, quoted in full below for effect (with some dodgy links removed). That guy has used so many recording and post-processing tricks in order to prettify the video, that comparing it to the quality of a raw FSX recording is next to pointless. They're two completely different animals, that's for sure.

     

    Note also that his PC isn't all that great, proving that you can make stunning YouTube videos even when FSX performance on one's system is mediocre at best.

     

    Published on Mar 15, 2013

     

    REAL SOUND CABIN AND COCKPIT! MUST SEE! ENJOY!

    Pls like, comment and subscribe!(THE TOOLS I USE&Downloads):

    FSX: Flight Simulator X Gold Edition and Acceleration X PACK

    Aircraft : SOUTHWEST AIRLINES737-800 NGX - http://www.precisionmanuals.com

    AIRPORT:SAN DIEGO from LATINVFR - http://www.latinvfr.org

    REX Essential Plus Overdrive HD

    GSX

    Fsrecorder ALPA 2.18 AND RENDER (thanks to captainbrendanl how to use it ) He made my fsx vid smooth and look better. ( check out his page http://www.youtube.com/user/captainbr... )

    Fraps: no

    A2AFeeL:

     

    ENBseries:

     

    EZdok CAM 1.15&16:

     

    WORLD OF AI

    SONY VEGAS Pro 11

    REALISTIC FRAME WINDOWS Vol.1

    ADOBE AFTER EFFECTS CS6: (RAIN EFFECT , CC , WINDOW WITH GLASS)

    ADOBE PREMIERE CS6: (EDITED , RENDER)

     

    MY VIDEO AS ALL LINKS DOWNLOADS :

    [HD FSX] IMPROVE FSX WING VIEW CAMERA MOVEMENT & ZOOM ....

    http://www.youtube.com/watch?v=PwUDnX...

     

    My ENBseries make it look so good , did not need to use color correction (only if i need it):

     

    ________________________________________­____

    NEW LINK!:REALISTIC FRAME WINDOWS Vol.1

    LINK 1:THE FULL PACKAGE (NO TORRENT)

    JUST EXTRACT BOTH OF THEM TOGETHER AND YOU HAVE IT ,,ENJOY!

     

     

     

    LINK 2: for the people who want torrent

     

    ________________________________________­____

     

    TWEAKS FOR FSX:

    ( http://www.youtube.com/user/RotationFSX ) go to his page to learn

    Download tweaks:

    https://www.dropbox.com/s/ioxalsaj7u5...

     

    My Pc Specs :

    Dell

    DDR3

    250gb hd

    4gb ram

    3.8 ghz

    intel dual core 2

    video card : EVGA GT 520 3D Vision Dx11

    windows 7 Pro..64bit

     

    Pls like, comment and subscribe.

  13. Posted

    It's most definitely not malware. Here's a snippet of text taken directly from a capture of the network traffic sent from the AVSIM server; it shows how the affected keywords (such as "777") are enclosed in a bit of HTML identifying them as so-called hovercard targets. I've yet to look at this thing in detail, but most likely some associated Javascript will display the annoying pop-up window when a mouseover event occurs.

     

     

    <!--cached-Sat, 10 Aug 2013 22:32:26 +0000--><p>Using Chrome here and seeing links with <a href="#" class="keyword _hovertrigger" hovercard-ref="keywords" hovercard-id="6">FSX</a> and <a href="#" class="keyword _hovertrigger" hovercard-ref="keywords" hovercard-id="3">T7</a> or <a href="#" class="keyword _hovertrigger" hovercard-ref="keywords" hovercard-id="3">777</a>.</p>

     

     

    All I can say is: seriously, guys, who in his right mind thinks this is a good idea to implement on AVSIM, a site that's bursting at the seams with clutter as it is and that's even now struggling to maintain an acceptable level of performance?

     

    Just try reading any thread on the PMDG 777 forum, for example, and experience how it's littered with dozens of these utterly superfluous popup links, making the process of scrolling down the page akin to navigating a minefield. All for the "convenience" of being told that "The Boeing 777 is a long-range wide-body twin-engine jet airliner", or that "Microsoft’s Flight Simulator X or FSX for short remains the market leading and most used Flight Simulation standalone program"?

     

    Honestly: why?

  15. Posted

    FMC forecast has nothing to do with the altimeter/backup altimeter settings/readings display

     

    It doesn't on the NGX, because that aspect isn't simulated. It does, if I'm not mistaken, on the real thing, whereby the forecast entry is used to avoid a sudden vertical path deviation when switching between the STD and QNH baro settings (the effect of which becomes more significant the more QNH differs from the standard 1013 mB value, which is what Matt is referring to). Disclaimer: I Am Not A Pilot™, so I could be taking through my hat here.

  16. Posted

    Does anyone know what those white and green spinning range rings are that show up on the ND just after take-off? They seem to be moving and not be centered around a fixed coordinate, so they can't be FIX page rings, right? I've never seen indications like that before, neither in a sim nor in RW videos. Any ideas?

  19. Posted

    The simple answer is to open RTE page 1, enter the departure airport again which will then allow you to enter the alternate as your new destination.

     

     

    Well, actually all you need to do on that page is enter the new destination airport using the 1R LSK; there's no need to re-enter the departure airport. But, thanks for the feedback anyway. :P

  21. Posted

    If you're going to try the ILS, hit DEP/ARR. Type the new airport. Click line select key 6R (the sixth button down on the right), and select the approach ATC advises. After you've used the info on that page to set your CRS and FREQ, set your REF speed by hitting INIT REF.

    It would've been nice if you could indeed select an alternate destination airport and new approach in one go like that, but unfortunately Mr. Boeing has decided against it:

     

    Arrival (ARR) – OTHER

     

    Displays the arrival page for the airport entered into this line through the scratchpad.

     

    ARR prompt for OTHER allows display of arrival information about airports that are not an origin or destination. The displayed information can be viewed but cannot be selected, because the airport is not on the route.

    In other words, the DEP/ARR "OTHER" function is for reference purposes only. Changing the destination airport still requires a quick visit to the RTE/Route Page.

  22. Posted

    It says nothing about tuning both radios to the ILS or to set both course buttons to the runway heading.

     

    Hmm... Let's see:

     

    • Enter the ILS frequency into the standby windows of both navigation radios on the pedestal – the larger outer knob controls the whole number digits, and the smaller inner knob on top controls the decimal digits. The frequency for EHAM’s Runway 18R is 110.10, which you can see on the FMC APPROACH REF page. Press the TFR (transfer) switch to make both radios active on the ILS frequency.
    ...
    • Pan up to the MCP and enter the localizer front course 184 into both the captain and FO’s course windows.

    Also:

     

    Approach (APP) Mode Dual A/Ps

     

    Approach mode allows both A/Ps to be engaged at the same time. Dual A/P operation provides either fail–operational or fail–passive operation through landing flare, touchdown and rollout, or through an automatic go–around. If a failure is detected, the flight controls respond to the A/P commanding the lesser control movement. If a failure occurs in one A/P, the failed channel is counteracted by the second channel such that both A/Ps disconnect with minimal airplane maneuvering and with aural and visual warnings to the pilot.

     

    One VHF NAV receiver must be tuned to an ILS frequency before the approach mode can be selected. For a dual A/P approach, the second VHF NAV receiver must be tuned to the ILS frequency and the corresponding A/P engaged in CMD prior to 800 feet RA.

     

    Localizer and Glideslope Armed

     

    After setting the localizer frequency and course, pushing the APP switch selects the APP mode. The APP switch illuminates and VOR/LOC and G/S annunciate armed. The APP mode permits selecting the second A/P to engage in CMD. This arms the second A/P for automatic engagement after LOC and G/S capture and when descent below 1500 RA occurs.

    And:

     

    APP Mode

     

    The approach mode arms AFDS to capture and track localizer and glideslope and can be engaged for dual or single autopilot operation.

     

    One VHF NAV receiver must be tuned to an ILS frequency before approach mode can be engaged. With one VHF NAV receiver tuned, onside AFDS is enabled for guidance and operation.

     

    For dual autopilot operation, both VHF NAV receivers must be tuned to the ILS frequency and both autopilots must be selected in CMD prior to 800 feet RA.

     

    ...

     

    While engaged in the APP mode:

    • the A autopilot and Captain’s F/D use information from Captain’s Course Selector and No. 1 VHF NAV receiver
    • the B autopilot and First Officer’s F/D use information from First Officer’s Course Selector and No. 2 VHF NAV receiver
    • different courses and/or frequencies for the two VHF NAV receivers can cause disagreement between Captain’s and First Officer’s F/D displays and affect A/P operation.

     

    I could go on, but I hope you get the point by now. The answers you seek are present in not one, but multiple documents that come with the NGX package. If you still think the manual needs editing, I suggest you drop these people a friendly note:

     

    Boeing Commercial Airplanes

    P. O. Box 3707

    Seattle, Washington 98124

    206-655-1131

  23. Posted

     

     


    Bah. I was hoping to make KJFK KBOS a regular run.

     

    Well, you do realize that you can land this thing manually, right? Even if you've got no experience hand-flying a tubeliner, the inclusion of the HGS in the NGX makes the process especially painless -- or at least not as excruciating as it otherwise could be. All you have to do is aim the green thingy for the point in space on the grey thingy right between the white thingies, while maintaining your approach speed, and you're pretty much assured of at least making it to the runway threshold, and being just a flare away from a half-decent landing!

  24. Posted

    So if he takes a break during T7 testing/cruise to browse the forums he can explain it much better than me.

     

     

    In fact he's done that already a few weeks (months?) back, when someone asked the exact same question regarding the ILS 15R approach into KBOS. So in order to avoid a repeat performance, we'll award this thread's winner's trophy right now for your suggestion #2, which turns out to be the right answer:

     

     

  25. Posted

    I don't know either. I usually arm second AP after LOC becomes active (when I also arm APP to catch GS... such is my SOP)

     

    If you arm APP mode without a radio signal being received, don't you end up flying an IAN approach instead of using the ILS (so FAC and G/P modes annunciated on the PFD)? I could very well be wrong here, as I've busted my controller and can't test it for myself at the moment, but I do recall ending up with LOC and G/P instead of G/S numerous times when arming APP too soon (before a valid glide slope signal was being received).

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