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Everything posted by blackopscc1

  1. The Corendon City Hotel in AMS has one too - room 737!
  2. And it will most likely never see the light of day anyway. Another false start in my opinion. Wanted this to be real as it looks great, but some more investigation of the outfit behind it leads me to believe it’s all vapor and hollow promises/fantasy. It does not take 3 years to “engineer” and produce a a TQ I don’t care how sophisticated.
  3. If the entity or person receiving or sending funds via PayPal is in Iran, they are indeed blocking the transactions (or trying to in any event). In the case of JP Morgan Chase, several foreign air carriers (KE, SQ and others) were selling cargo shipments between Singapore or Korea, etc and Iran (i.e., wholly transacted outside the US). However since the air waybills were denominated in USD, that incorporated a nexus with US commerce (even though JP Morgan’s involvement was indirect through foreign clearinghouse(s)). The OFAC has fined them. Walmart got in trouble several years ago for a simple $25.00 online transaction - no kidding! The US is unlike any other nation I know of in its willingness to project its laws and regulations extraterritorially (ok maybe Saudi Arabia has gone a bit further of late). I live in Houston so glad we are not yet on any sanctions lists 😉 .........
  4. Due to the reimposition of Sanctions on Iran, it is generally forbidden for US entities (and persons) to directly transact business with Iranian entities (and persons). While your transaction (buying a scenery for P3D) may be considered acceptable for now, PayPal in this case would be acting as a clearing house and exchanging funds directly with an Iranian bank - and probably in USD creating a “nexus” with US commerce, most definitely prohibited activity. That your credit card worked is not surprising - PayPal’s compliance folks are known to be very conservative ..... there was just a case involving JP Morgan Chase for the exact type of activity I just described and they’re going to be on the hook for a hefty fine by the OFAC. I am an airline compliance guy in my day to day life, and the renewal of these sanctions is creating a real headache for us.
  5. I think that may be due to the fact ThrottleTek uses a switch, and not a pot, for the reverse thrust levers on the TQ2. I don't think it is so much a limitation of PMDG as it is the unit itself. I could be wrong. I set mine up through FSUIPC (registered version) and when I engage the reverse thrust by pulling the levers up, I get "full reverse" and as far as I can see in FSUIPC, moving the levers on the TQ2 unit to "full reverse position" does not register any inputs beyond the "switch on/off" (meaning, there is no range of reverse thrust to be applied - it's all or nothing). I'll double check it tonight when I get home and let you know.
  6. I own the 737 TQ 2, and it the product is quite good. It's not cheap .... and I was not impressed with the package it was shipped in (from South America) ... but I will say this: the unit is well built, and a great compromise if you cannot afford the +$2000.00 stand units, but want something more than a simple Saitek bolt over. With that said, there is a Russian guy who builds a set of throttle overlays for the Saitek unit, with working reverse thrust as well. I believe he has a Facebook page, and I am sure I have seen someone refer to it here on Avsim. Had I to do it over again, for the 190 or so bucks plus shipping, I would have gone with the Saitek overlay.
  7. Hi everyone I am putting up my Open Cockpits 737 EFIS/MCP/FMC V3 units for sale. All are brand new, they have been sitting in a box for 18 months and I do not have the time necessary to start a cockpit build. The pricing on the Open Cockpits site is 144.00 EUR ($176.00) for the EFIS; 420.00 EUR ($514.00) for the MCP and 437.00 EUR ($535.00) for the FMC. I am willing to part with all three for USD $750.00 flat plus the shipping. I am not savvy enough to post pictures, so anyone wishing to see the units, feel free to PM me. They are not installed, but I did test them (powered on). I also have a P&P ATC module 153.00 EUR ($187.00) and some non-P&P nav radios and other assorted kit. All new. If interested, let me know. Cheers all.
  8. Installed Fly Tampa EHAM into P3D v4.1 today, and while scenery appears to be working, I have magical flying busses and GSE “floating” by about 10 feet in the air. Any ideas on how to fix or what I might have done wrong? I followed the instructions from the Fly Tampa developers, no xml install or anything like that. Thanks for any pointers!
  9. Any news or updates as to progress on TQ? Was really looking forward to this unit as an alternative to buying double Saitek TQs for my Aerowinx set up. Unit looks really promising.
  10. Google UPS Flight 6; Asiana 991. Both 744Fs and both downed due to lithium batteries cooking off on the main deck. As poster above said: in RL an on board fire = death, if not managed properly (meaning land immediately and forget the idea of troubleshooting). FedEx 1406 is an example of the crew getting it right and walking away alive.
  11. FYI, Using the Lorby-SI tool, I have Aerosoft's Torp X working now in P3D V4. Installed the V3 Client only, installed the scenery to the V3 directory as normal. I am using ORBX Norway and Global. Only irregularity is a couple of static military aircraft appearing on a "sloping" apron at the outer edge of the scenery.
  12. I go back to the post earlier @bluestar made: the PF found himself unexpectedly in a situation where the a/c was out of trim, and the automation had kicked off. Most likely, the PF got behind the aircraft and never managed to recover it. Like @bluestar said of my post earlier, a good example albeit more dire situation, to support the statement that it is doubtful any "fs pilot" could step into the cockpit and recover a misbehaving or out-of-trim aircraft. Interestingly, I've spoken to several 330F pilots I've met, one of whom pointed me to a video made (I think) by Flight Global after the FDR and CVR from AF447 were recovered. The video demonstrated quite well that, when presented with a similar situation (and without prior knowledge of what they were being asked to demonstrate), the CX pilots (in the sim) reacted without hesitation and based on their training (and experience) recovered the aircraft with only minimal effort. Basically, when they observed that the Airbus was in alternate law, they quickly applied pitch and power inputs (if I recall right, something like 5 degrees @ 85%), and then worked the problem with the automation until recovered. JT
  13. Several years ago when I was first learning to fly, I was told by one of my flight instructors that the difference between mastering a small Cessna and being able to fly a large transport category aircraft, was akin to the difference " between driving a Yugo and a Kenworth truck ". That dates me I know. But there is an element of truth to it... What I found out in the FFS is that the mass of one of these large aircraft is not so easily replicated in desktop simulators, (the IP said even the level D sim I was in "struggles" to fully replicate the true feeling of inertia one experiences with a nearly 1M pound aircraft in real air). I had absolutely no problem "flying the flight director", or with any of the other aspects of managing the "stick and rudder" flying skills.....except when the automatics were not available. That is when I became aware of how much skill and training is necessary to be able to acclimate to the "feel" of such a heavy (in case of 747) aircraft, and manage its energy well. That is where I fell behind, and without the "electronic help", was not able to fly it well. As an aside, I thought about what that old flight instructor told me all those years ago, and I just went ahead and purchased American Truck Simulator :-). I'm going to try and take a shot at driving an actual loaded Peterbilt or Mack (Rubber Duck...), but only after driving the sim for about a week or two. Even bought a replica of the 18 speed shifter knob with high range and a splitter... I want to see just how bad I do, as well as finding out whether the comparison he made all those years ago is actually valid or not?
  14. I agree. I just posted above you, saying about the same. When I debriefed with the IP after the "flight", he quite quickly asked to see the "tool" I had used to prepare. I opened up my laptop, fired up PSX, and he was quite impressed. One of the carrier's captains happened by the coffee room where we were sitting together, and instantly knew the program, and joined in the discussion. No doubt, from a mastery or better stated solid understanding of the systems and how they come together to manage the jet, he said he felt I could be trained to fly the 747 in half the time they spend to train other pilots. The "hard part" PSX did for me - systems, and understanding how it all comes together. But even with my 3000+ hours of flying, a good bit of it in high performance / high altitude jets (always SIC though) it was still a handful to actually fly the bird (but a lot of fun).
  15. I've been following this thread with some interest now for awhile, and just had the opportunity last week to "test" this idea/concept in an actual B747 level D FFS. In fairness, I do work around the 747 for a living, and so am very familiar with the aircraft itself, not to mention having been "flying" Aerowinx's PS1 and PSX now for well over 10 years (PS1 I received in 1997 along with the original PMDG manual ). Without going into an essay: was the simulator IP impressed that I could navigate my way around the cockpit, FMC, engine start up and avionics configuration like I did it for a living? Absolutely. That part, e.g. knowing the layout, switch and all panel flows, MCP set up, the FMC pages and programming, all the small bits, really impressed him. But that was about the limit of how well the desktop simulator prepared me for the "Level D FFS". Flows, layout, using automatics etc. yes, PSX had me as prepared as any new pilot coming to training. The actual flying bit? Yea, nah. Close, but not safe at all. And I possess a CFII/MEI and well over 3800 hours of actual flying over 20 years mainly in high performance recips and some light jets (think Citation V). Taxing: not a huge challenge except to remember to extend the nose well out past your comfort zone. Take off: I got it off ground with only one tail strike from over rotation in 4 attempts. Once airborne, I flew the FD like a champ, managed the electronic kit, absolutely no worries. But.... when it came to hand flying? - well - that was not good, and I got well and truly behind the thing very quickly even with some help - especially when I was not permitted to use the A/P and A/T and they threw in WX ..... Landing was something else all together. When using the automatics to manage everything to the point of arriving stabilized on a 5-7 mile final, I was able to get it to the runway; but out of 4 landings I had a chance to perform, only one was deemed safe and successful (despite it being the one with a strong gusty crosswind), 2 damaged the aircraft including a pod strike, and one would have gotten me and everyone else killed - the hand flown to the runway with no A/T or automatics to help. The difference? CONTROL FORCES, POWER MANAGEMENT and visual reference/cues, especially with landing(s), the tendency of the 47 to land short if you are not mindful of the height (and some flare management as well) are not as easy to replicate in a 2D or even fancy FDS fixed base solution. I was told I'd have a better shot than a layman at getting the bird on the ground, if all of the automatics were working, I'd probably be "ok" - but with no automatics, it would be a true challenge and he doubted I'd be able to do much more than manage a crash landing. JT
  16. Keeping track of all of the iterations of the former Avient is akin to watching an episode of Foyle's War. Avient to receivership, to AV Cargo to AV Cargo Airlines. Somewhere in there we cannot overlook Global Associated Aviation, and in 2013-2014, a "new" airline, Global Africa Cargo, was formed in Zimbabwe on lease transfer of two of the MD11s from AV Cargo Airlines. An aviation soap opera, to say the least. Meanwhile, the MD11 has soldiered on, albeit in 09, Avient wrote one off in China - crashed on takeoff. Those Avient MD-11s have been "pimped" around quite a bit.
  17. There is no comparing the MD11F and 777F where real world cargo operations is concerned. They are two vastly different aircraft, each with advantages within the niche they were originally intended to fill. The MD11F is the ideal integrator machine; great operating economics as has been pointed out. The MD11F's C4 contours allow for easy side by side loading of the AMJ igloo containers, and the main deck contour of the machine means the AMJ will give good space utilization without much waste. Moreover, AMJs are interchangable with the 75Fs a lot of integrators are moving to for short haul and domestic operations. It's a huge advantage and one of the reasons the MD11F is so popular with FedEx and UPS. It's a great machine, given its intended purpose. The 777F on the other hand is intended to fill the gap between the 74F and the MD11F, giving all cargo and combination operators like LH and EK and others the ability to load the heavy, dense cargo requiring Q6 and Q7 (118") contours normally associated with the 747F, and offers a larger side door (120Hx142W" versus MD11F 102Hx140W) and heavier "zones" on the main deck. The MD11F is taxed to its limit when loading 4MT per position, except over the wingbox, whereas the 777F can take a 6MT MDP with little or no complaint, except for the forward most and rear most positions. I worked with the MD11F for years at Lufthansa Cargo; it is a great machine if you're flying the right type of cargo, i.e. consumer goods from Asia to Europe, but it is not ideally suited for transporting heavy industrial cargo. Each to its own niche. And you CANNOT beat the observers seat behind the Capt. and that huge panoramic window on the MD11. I really like flying on the MD11, and while PMDG's MD may be headed to the Victorville of flightsims, the real machine has years to go before the last one sees the boneyard! JT
  18. The F/O is fine. You don't ham-fist a jet let alone a C172. In my CFI days, I always taught my students to handle the yoke with just their fingertips, maybe their index finger and thumb if the bumps became severe - gentle and precise control - no ham-fisting, and above all else be comfortable and relaxed. Most jerky control movements are the result of the input of pilots hanging on the yoke like a chimp in a tree. There is just no need. This is especially true in the jets I've flown. No need to grip the yoke like a vice. I taught the above along with the 2/2/20 concept I learned (2 degrees airspeed, 2 degrees heading, and 20 feet of altitude up/down) and while I cannot say I've never had a student bust a check ride, I can say very few did. The local DPEs always knew my students were taught well.
  19. I personally do not feel exploited by the fact that PMDG is charging me for what is essentially a new product designed for a new platform (P3D) and one that will be further developed and enhanced in the future. I imagine too that there were quite some legal costs sunk by PMDG (given the depth of the simulation and the P3D EULA, not to mention PMDG being a Boeing licensed product), and these costs have to be recovered, and to me it is only fair they do so. As for other developers who may not be officially licensed by the likes of Boeing or Airbus, or who may think, simply because they are not a US based/domiciled company, that they are somehow immune from US civil and tort law, and choose to port their products over without a second thought to the P3D EULA or how those products may be used (for good or bad), I just hope for their sake they never see the backend of a US civil - let alone criminal - lawsuit. The Malaysian 370 had me worried for awhile that the likes of PMDG and others would cease development and sales of their products over just this type of fear. Just my opinion. Not intended as a bash to others who do not share it.
  20. So long $189.00 and I suppose, so long FSX as well. It's been a great ride, but now that I can run my PMDG NGX and Open Cockpits stuff in P3D, legally, it's definitely the time for a change
  21. Hi Flex, I too have the Rift DK2. I bought it initially for DCS, and have been flying the A-10C in DCS using the rift, and really enjoy it. Like you, I have attempted it in P3D, and my system is a relatively new Haswell based system, running SSDs and double Nvidea 780s etc. The issue with the Rift is as you say, FPS. Higher FPS for me, means less of a feeling of vertigo or motion sickness while using the VR headset. No way P3D will achieve that running PMDG, but can be done with the default included aircraft and few to no additional add-ons. Good luck. For me, I strap on the DK2 when in DCS and launch my A-10 for a great "ride".
  22. Last time this happened, I believe a 777 release was not too far behind . This is, indeed, good news. Just waiting on the NGX so I can migrate once and for all to P3D.
  23. Have been trying now for a while to get my 5 monitor set up to work. Running 2x Nvidea 780 cards, a Matrox Triple Head to Go digital edition, but I cannot for the life of me get the two 19" monitors to work no matter what I do..... Have the 3head2go on the first card, and 3 Acer monitors set up on it - this works fine....the two 19" (where I am planning on displaying cockpit instruments) on mated to the second card in the DVI slots (leaving a vacant DVI slot on card one for a touch screen overhead I am waiting on plus the HDMI outputs where I am debating another touchscreen for pedestal/ radios. Tried SLI, no joy... 3d nothing... Disactivate SLI... Nichts......Tried activate all displays.... They come up green, but when you apply settings... NADA .... Had to walk out this afternoon for fear of taking a ball bat to the whole kit!!! Any help appreciated.. Can send screen shots and a pic of my set up to anyone who thinks they can help me sort the gremlins out!!
  24. Well, if shopping is on her list, I will guarantee you, she won't be disappointed in The Woodlands (but your wallet might be ;-)). There is the Woodlands Mall, not to mention Market Street, which is an outdoor shopping area - and of course the Waterway.... where you will find lots of excellent dining, some high end + great English and Irish pubs... If you have the $$, stay at the Marriott Waterway. My wife and I have brunch there each Sunday. Fantastic hotel... You cannot go wrong.
  25. Simple. The Galleria as the previous poster noted, or The Woodlands. If you are going to travel out of KIAH, then The Woodlands is the best. Conversely if your travel is from Hobby, then the Galleria is the better choice. The Woodlands is like the Galleria, "uber" high end, e.g. think Nordstrom, etc.. But with MUCH better dining options and ambiance. Cheers. JT
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