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About iwebber

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  1. Aerosoft modeled an early 300 that didn't have centre tanks, only a stabiliser tank (I think). That model could only load 76.5t of fuel. Most 300's now have centre tanks and can load the 109ish tonnes you mentioned. Aerosoft are correct, they just happened to model an early version, probably because they found the most accurate/consistant documentation for it. It's a bit of a simism to assume all aircraft of a certain type are the same, as an aircraft ages there are numerous updates and improvements that manufacturers add, usually as parts become old and hard to source they update to a newer and often better/lighter/faster/bigger ones. Often, to the operating crew, there's little difference but sometimes you see certain registrations of a fleet having slightly different configs/performance/weights/fuel capacities or other operating limitations. On the baby bus we used to have 13 different variants... and that was before the Neo's came out. HTH Ian
  2. Quite simple really, if there's no power to the aircraft and both batteries are off, there's no power to illuminate the OFF light in the battery switch. Once you turn a battery on, then there is now power in the system (from the battery you just turned on) so the other switch can now light up to tell you that that battery is off. I do agree that from a purely logical point of view, you now have a state (both battery lights off) that means two things, i.e. both batteries on and both batteries off. It's not ideal but realistically it doesn't cause much confusion. If in doubt, push a battery button, if it lights up then both batteries were on, if the other lights up then both batteries were off. I spent 10 years on the airbus and don't rememeber ever being confused by it. It's so obvious when the aircraft is off (it's really quiet) compared to when it's on (loads of fans humming away in the background) that those lights don't add much. HTH
  3. Often called leasing. https://en.wikipedia.org/wiki/Aircraft_lease Happens all the time as demand and supply in different areas of the world waxes and wanes. HTH Ian
  4. https://library.avsim.net/esearch.php?CatID=fs2004aia&DLID=144824
  5. That's a strange one to CTD on but Is the file there? CFG files are just text so can you open it in notepad, does it look sensible (i.e. no weird characters - it should look very similar to scenery.cfg) Apart from that, you could try adding .orig on the end of the filename and see if a new one is generated. Sorry I've not many ideas, I stopped using FS9 about 6 years ago. HTH Ian
  6. Really, you need to find out which file it is failing to read from. Try running Process Monitor from SysInternals (filtering out everything except file errors from fs9.exe) and run another test. Then have a look at the output and the last few file read errors. Compare them to the rest of the errors (you'll be amazed at how many there are that don't cause any issues) and see which one stands out. It may be more of an art than science but somewhere in there will be the offending file. I've never seen a failed to read from file error but I had my share of CTD's, usually with no error at all, nearly all turned out to be corrupt textures. Hope this helps, Ian
  7. PFPX787.7z Hope this helps. Ian
  8. So just like an SUV then...
  9. You have to match your doughnuts... Move the thrust levers out of the CL detent and put the little doughnuts on the current N1(or EPR)... Then disconnect the ATHR. It's going to bing at you a few times but that's the way we used to do it. Didn't happen often though... HTH, Ian
  10. Hi all, When I upgraded to Win10, it killed my P3D licence and I had to ask LM to remove the old activation so I could run it again. Will an in place Win11 upgrade do the same? How about any PMDG products, will they need deactivating first? Many thanks, Ian
  11. Temp in C and pressure in hPa as well: and it all works just fine. I always give the passengers our alititude in ft, everyone loves cruising at "thirty five thousand feet"... 😎
  12. I thought it was from RealTurb, no idea how to turn it off, if you figure it out, let me know...
  13. Based on everything that has happened to you and the solution so kindly provided by Lawy, what do you think?
  14. Hi Noel, The answers to all your questions (as in most in the professional world) is "it depends...". However, to generalise (while trying not to upset the purests and the pedants)... 1) 30kts 2) STARs are usually filed in the flight plan so you have a good idea as to what you're going to get but every airport is different. Usually before top of descent you'll get a clearance (or at least a hint/tip) for the STAR. In some places they're nice enough to give you the runway as well but not everywhere (I'm looking at you, Frankfurt). 3) I'm unaware of any hard and fast rules about lights but I've not met many airliner pilots who don't want to be seen. Turning the lights on below 10000(ish) is common for airliners whose lights don't extend into the airflow; and turning them on when on a runway (or on receipt of take off clearance sometimes) is generally what happens. Same with the other lights, if you need them, use them, if you don't, switch them off. 4) There's no limit in my company although we're limited to -10 pitch. We also have a limit of 3000fpm within 3000ft of the MSA but that's company specific and not a rule. I think Air France 447 achieved -11000fpm but I'm not sure that's one to copy. 5) Weight and weather, the general philosophy is to cost as little as possible (some worry about making schedule too). 6) This is a massive subject but the cost index basically tells the FMC how to balance flight time and fuel burn. Max cost index = quickest flight time, lowest cost index = minimum fuel. Modern FMCs are very clever and will take winds, temps, weights and trip length into account to give you the best speeds/alts to fly at to achieve this. Hope this helps, Ian
  15. British Airways 😉 Let the backlash commence...
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