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About PGBosak

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  1. 3rd crash, same flight: now pointing to immersion manager: Name der fehlerhaften Anwendung: Prepar3D.exe, Version:, Zeitstempel: 0x5bfdbb35 Name des fehlerhaften Moduls: ntdll.dll, Version: 10.0.16299.785, Zeitstempel: 0x11105c69 Ausnahmecode: 0xc0000374 Fehleroffset: 0x00000000000f849b ID des fehlerhaften Prozesses: 0x22f4 Startzeit der fehlerhaften Anwendung: 0x01d4a78a56a94253 Pfad der fehlerhaften Anwendung: E:\P3Dv4\Prepar3D.exe Pfad des fehlerhaften Moduls: C:\WINDOWS\SYSTEM32\ntdll.dll Berichtskennung: b2fe4b5b-2c05-40a6-a992-c52a63e29272 Vollständiger Name des fehlerhaften Pakets: Anwendungs-ID, die relativ zum fehlerhaften Paket ist: Application: Immersion Manager.exe Framework Version: v4.0.30319 Description: The process was terminated due to an unhandled exception. Exception Info: System.AccessViolationException at <Module>.SimConnect_WeatherRequestInterpolatedObservation(Void*, UInt32, Single, Single, Single) at LockheedMartin.Prepar3D.SimConnect.SimConnect.WeatherRequestInterpolatedObservation(System.Enum, Single, Single, Single) at A.m.C(Int32) at A.V.A(System.Object, System.Timers.ElapsedEventArgs) at System.Timers.Timer.MyTimerCallback(System.Object) at System.Threading.ExecutionContext.RunInternal(System.Threading.ExecutionContext, System.Threading.ContextCallback, System.Object, Boolean) at System.Threading.ExecutionContext.Run(System.Threading.ExecutionContext, System.Threading.ContextCallback, System.Object, Boolean) at System.Threading.TimerQueueTimer.CallCallback() at System.Threading.TimerQueueTimer.Fire() at System.Threading.TimerQueue.FireNextTimers() Name der fehlerhaften Anwendung: Immersion Manager.exe, Version:, Zeitstempel: 0x5c313cbe Name des fehlerhaften Moduls: ntdll.dll, Version: 10.0.16299.785, Zeitstempel: 0x11105c69 Ausnahmecode: 0xc0000005 Fehleroffset: 0x000000000004a6fb ID des fehlerhaften Prozesses: 0x211c Startzeit der fehlerhaften Anwendung: 0x01d4a78a61d9b4dd Pfad der fehlerhaften Anwendung: C:\Program Files (x86)\OldProp Solutions Inc\Immersion Manager\Immersion Manager.exe Pfad des fehlerhaften Moduls: C:\WINDOWS\SYSTEM32\ntdll.dll Berichtskennung: 8f90c6a2-7cd9-40d8-9f18-a1069f11b3f4 Vollständiger Name des fehlerhaften Pakets: Anwendungs-ID, die relativ zum fehlerhaften Paket ist:
  2. I use it (except the lights options) with 744 and 748. But i can't remember crashes with 744 it is just the 748 and i had one single crash some months ago with 748 related to MS Internet explorer. (Maybe an EFB issue, i don't use the MS browser normally)
  3. Same issue here. I am currently on DLH721 and the 747-8i crashed the second time during the flight. ☹️ No problems with 744 and 777 (p3dv4.4) or my FSL A319/320 ZBAA KM31D KM A596 TZH B458 TMR G343 NIXAL Y683 NIGOR P983 ABESA L158 BENAK A487 BABUK B236 LUKAS L166 LUNAG A713 NOGRI T872 OK R834 MF MF7T LAPUR FE5T AR FE2T BG L29 SUW T727 DENKO N858 SUBIX Z20 LOGDO Z117 ORTAG T177 ODIPI T157 KERAX KER07S EDDF The latest crash was short of OSBAL @ airway A713 (ntdll.dll) my setup: | CPU: Intel i7 7700K @ 4,8 GHz | COOLING: Corsair H115i @ SP140 | MB: ASUS Z170 Del. | GPU: ASUS 1080GTX A8G | AUDIO: Creative SB Z/ Teufel Concept E 450 Digital Superior Edition | RAM: 16 GB DDR4 2666 | SSD:Samsung 850 PRO 256/512 GB | Headset: Beyerdynamic MMX 300 (2nd Gen.) | MONITOR/TV: ACER PREDATOR XB321HK/Panasonic TX-50DXW734 | OS: W10 PRO 64 bit Build: 1709 (16299.785) SIM: P3D v4.4.16.27077 | NV-DRIVER: 398.36 WHQL | FSUIPC: | WX: AS16 + ASCA | ENVIRONMENT: Envtex 1.1.6 | Envshade 1.0.5 | Envdir: | FTX Global Basic, FTX LC EU/NA/SA | FTX Vector | GSXv2 | VC VIEW:ChasePlane 1.0.24 | CONTROLS: Thrustmaster HOTAS Warthog | RUDDER: MFG Crosswind |
  4. In general you are being right, but you forgot about the desktop heap limitatation issue: https://troubleshooter.xyz/wiki/how-to-fix-out-of-memory-error/ Often been an issue in W7 environment, in W10 natively set higher as far as i remember, but could also result in OOM. You can also experience an oom when no or a small pagefile is set and you minimise the sim.
  5. ...when "new window style" is chosen: https://ibb.co/ftop4U
  6. For a moment I wondered if I could have mixed up ceilings or interpreted them wrong. Then i've read this paragraph: "The point where high-speed Mach, IAS, and low-speed buffet boundary IAS merge is the airplane's absolute or aerodynamic ceiling. Once an aircraft has reached its aerodynamic ceiling, which is higher than the altitude limit stipulated in the AFM, the aircraft can neither be made to go faster without activating the design stick puller at Mach limit nor can it be made to go slower without activating the stick shaker or pusher. This critical area of the aircraft's flight envelope is known as coffin corner." [FAA Handbook FAA-H-8083-3A, page 224] taken from: http://code7700.com/aero_coffin_corner.htm That precisely states coffin corner and also aerodynamic ceiling don't "drift down" to any aircraft altitude state within normal operating FL. It's a theoretical issue nowadays. There are tons of visual graphics and expertise on the internet which insist it does, starting with wikipedia. From my perspective they must be wrong if FAA is being right. This phenomenon appears not only above service ceiling but also beyond absolute ceiling. And the low climb rate which defines the service ceiling will prevent you to ever get near coffin corner in real.. I know we are off-topic but i find it interesting to debate, because there are a lot of reverse assumptions out there. You wouldn't have to define those ceilings if coffin corner may appear at any upper operational flight-level. Doesn't make really sense. 😉 Those certifications are here to avoid any risk in relation to this topic. cheers
  7. Hi Emi, several years ago i borrowed a book about aviation and it stated that coffin corner is one of the parameters that sets the limit for service ceiling. About the correlation between stall speed and critical mach number in relation to coffin corner you can even read in Wikipedia. A real pilot answers the question: "What is coffin corner?" in that way: Answer: Coffin corner is a term used to describe a condition at high altitude when the maximum speed (limited by the spreading of supersonic shock waves) and the minimum (limited by amount of air passing over the wing) are nearly the same. This has caused cases where the airplane could not fly faster due to the high-speed limit or much slower due to the low-speed limit, making it difficult to control during turbulence or when descending. One extreme example of the coffin corner is the U-2 – the difference between the famed spy plane’s high-speed limit vs. low-speed limits is quite narrow at the extreme altitudes of 60,000 feet or more. It is a very challenging airplane to fly because of the small acceptable airspeed window. Most modern jetliners have good speed margins, making coffin corner problems an issue of the past. source: https://eu.usatoday.com/story/travel/columnist/cox/2015/07/24/coffin-corner-cruising-altitude/30615399/ as you are german, the german wikipedia-site also states: "Die Dienstgipfelhöhe liegt immer unterhalb des Coffin Corner, da sie dadurch definiert ist, dass noch eine Steigrate von 100 ft pro Minute beim Propeller-Flugzeug und 500 ft pro Minute beim Strahlflugzeug möglich sein muss. Dies wäre jedoch in der Nähe der Coffin Corner nicht mehr der Fall." another source: https://www.skybrary.aero/index.php/Coffin_Corner "In commercial and general aviation operations, flight at altitudes approaching coffin corner is generally avoided. Compliance with the aircraft manufacturer's maximum operating altitude in ISA conditions given in the AFM, if necessary taking account of the difference between actual conditions and those of the ISA, will normally ensure that adequate buffet margins are maintained for both the high and low speed boundaries." Are all of those sources wrong? 😉
  8. From my understanding of aerodynamics you/your virtual airline have/has a wrong perception on the principle of coffin corner. This phenomenon you're taking into account appears beyond service-ceiling solely and this service-ceiling is being constant, based on test-flights with security margin. So your climb performance within your legitimate planning stepclimb-range has nothing to do with taking risk in relation to coffin corner, because if you really get near to that phenonemom you are already beyond service ceiling. That shouldn't ever happen. Coffin corner shows a situation where stall speed and critical Mach number gets equal. So you have to fly higher than FL451 with 744 or higher than FL431 with 7474-8 to experience the risk of coffin-corner.
  9. If your FMA shows "FAC" you are on an IAN-approach (integrated approach navigation). So you have to land manually because this kind of landing mode is non precition. But with your information given, i can't tell you why exactly the flight mode has changed. But there is a feature to correct the LOC Course to the SIM: quote: "CORRECT LOC CRS TO P3D: When it comes to navigation data, P3D has an inherent weakness in that data related to ILS/LOC stations is hard coded into the simulator and is not updated to keep it current with the normal magnetic shift. The end result is that the localizer final approach course in the P3D world will sometimes vary from the real world. Since many users are also using real-world navigation charts, this can create some confusion and can also create problems if the LOC course is not correctly set to match the P3D hard-coded information. (The airplane cannot fly the localizer properly if the CRS on the CDU NAV RAD page is set incorrectly) To compensate for this, we recommend setting this option to ON, and we will read the appropriate P3D localizer course and adjust the setting for you, thus saving you time and frustration." (Page 98 PDF Introduction manual 744-748)
  10. There is an option within GSX module to expand the actual wingspan of the current parking position to the maximal wingspan. If done every heavy gate should be fine.
  11. Got 4 new activation keys with my 748 purchase, which one should i use?
  12. Hi Dan, forgot to mention, i also tried to reset the INS alligment first. the input zero was being kept.
  13. Hi guys, i know this data is provided by Navigraph randomly, but i always try if it's available. Because of different gate info between charts and addon-scenery (in that case ZBAA data). I checked different gate data format inputs to get knowledge if just my chosen gate wasn't stored in Navigraph database or they were generally missing. I found one working, which gave out gps position reading. After that i wanted to clean this info, but it wasn't possible to find a proper way. I also tried the digit "0" This replaced the input before, but was represented by a different gps position again. But i wanted to solve this but I didn't want to close the sim and start it again. So i decided to reload the cold & dark profile. And then something strange happened. The "wrong" input "0" in the field of gate-positions was still there and kept. And that's the reason why i write this post. Is this intentionally behaviour? As far as i remember PMDG did some "hardening" back in the MD-11 years to avoid wrong user-inputs which led to crashes sometimes. Please correct me if i understood the concrete logic on this topic wrong!: It needs a proper Navigraph database readout to replace a wrong gate number input. But we all know they aren't complete, which makes corrections difficult. And there is no other option to clean this field. You can't replace the wrong GPS data itself by input of the correct GPS-position taken from airport charts. (i checked this too) also a C&D panel state reload keeps wrong gate data. Maybe i missed something, but as user i would be happy to be able to clean this Gate-Numbers line as every other parameter in CDU in every aircraft withoud closing the whole sim.
  14. For those who still have issues when loading the queen into P3Dv4.2 and are using chaseplane you can give this a try: Open chaseplane from desktop: Switch back from "experimental mode" to "normal mode" and untick in preference menu "start chaseplane with P3D" If the Queen loads successfully now close the sim open chaseplane again and change back to experimental mode and tick the autostartoption again. In my case eventmanager pointed with kernelbase error directly to chaseplane and that procedure fixed it. Hope it helps
  15. Thank you so much, don't know why i didn't get it myself.
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