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iwebber

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  1. Sorry to necropost but it seemed silly to start a new thread with exactly the same purpose... Did anyone ever do a (admittedly fictional) BA Cityflyer Landor repaint for the ATR72 (or 42 for that matter) like this real one? If so, would anyone be interested? Cheers, Ian
  2. Nope, loads just fine for me (in Firefox obvs)... Maybe you have a 'man in the middle'?
  3. Well obviously not... Position and hold was changed to line up and wait on September 30, 2010 so this bit of code was probably written before then... Hate to break it to you but there's still some old FS code in MFS, including (but not limited to) most of the ATC stuff. As to your second point, if I (as your boss) told you to write a program that added 2 and 2 together and output 5, who should the users complain to when the program doesn't correctly add up 2 and 2?
  4. The last thing a programmer wants to do is talk to someone on the phone... what I suspect they did was go straight to the source of the information and downloaded themselves a copy of their countries Radiotelephony manual (or whatever it's called in that country). From that they will have extracted all the approved phraseology and made a list of ATC commands. Unfortunately this all happened in the late nineties/early naughties and in the US... while they used "Position and Hold". The programmer was completely correct and performed his job accurately and with dilligence. They then implemented it exactly as required. Full marks to the programmer(s). X years later the US changed to match the ICAO standard and started using "Line up and wait". Unfortunately the people in charge of FS (managers/supervisors/CEO?) didn't want to pay to update (and subsequently test) this data, "Time is money boy!", so they release subsequent products with the old data still in place... ...and people then have a go at the programmer because it's wrong...
  5. I don't know what's worse: The fact they implanted a microchip in a monkeys brain so it could play pong. or The monkey's better at Pong than me...
  6. I don't know what Time Turn is but try this page for a bunch of Aviation Formulae that may help you. HTH
  7. Sorry Rafal, I can't really help but I have a very similar setup to yours (7700K + 1080Ti) and I don't see what you're seeing. Something's not right with your system but I'm not sure I could guess what. Given the prices of graphics cards at the moment a reinstall of windows would be a cheap test to see if it's software related. HTH Ian
  8. Generally speaking P3D is single thread limited rather than multi core or graphics limited (that's not to say those other two are unimportant just that your FPS/smoothness is usually more related to the single thread performance). https://www.cpubenchmark.net/compare/Intel-i7-9750H-vs-AMD-Ryzen-9-4900HS/3425vs3694 Suggests the Ryzen wins out on both single and multi threaded performance.
  9. I don't really have anything to compare it with but, as you say, it's pretty complex and I'm able to suspend my disbelief enough to immerse myself in it without any glaring bugs/errors. Currently flying a Star Peru 146 around (no surprises) Peru, it's fun, looking forward to some RJ85 Ecojet flights around Bolivia... Would definitely recommend you spending the time to figure it out. I'm afraid I have no idea if any of it is accurate as I've never flown one but it seems about right and flies/behaves as the manual says it will.
  10. Qualitywings does an RJ85 (and a BAe146-100/200/300 and RJ 70/100 as well) as part of it's Ultimate 146 Collection. That would suggest you need Prepar3D v4 (I don't think it's v5 compatible yet). It's good, far from study level but seems to have most of the buttons and switches operating, certainly includes the FMS (of both sorts) and you can fly instrument approaches with it. HTH
  11. Without knowing how big and what type of drives these other drives (C D and H) are, it's difficult to answer. Generally, have the OS (Windows) on the C drive and the sims on another (D?). If you have another drive (H?), then you could put some addons on that but there's not much advantage in doing so. Hope this helps...
  12. For what it's worth, I was always taught (and it was in our SOP) that a slight forward pressure (half the little cross on the PFD on the airbus) up to 80 kts was the way to do it. In strong crosswinds we'd use full forward stick. On the jumbo (-400), we would start the take off roll with a slight forward pressure, gently released at 80kts. Needless to say, I have forgotten a few times and I'm still here to tell the tale so I'm sure different operators would do it differently and it would still be considered safe.
  13. That's not been the case on any of the aircraft I've flown on. On the Airbus we regularly had the ground power drop out when we were on a stand (usually during boarding) and there's this almighty clunk! and it all goes dark and quiet. Needless to say, after much swearing (not too loud, an Airbus cabin is really quite quiet without any fans running and the punters don't want to think Gordan Ramsey's flying the plane... ask me how I know) and looking for ground staff to put it back in (or turn it on again) we usually just started the APU. Eventually the APU power would fire up and after much flickering of screens and beeps (of varying urgency... all ignored) the whole thing usually came back exactly as we left it, flight plan loaded, weights, performance and IRS's all aligned. Took a few minutes to go through everything again to confirm it's all correct but the crossword was normally resumed quite quickly. Another time, on the jumbo, for reasons I won't go into, we had to switch it off (for about a minute) and switch it back on again. We only lost the performance data from the FMC, everything else came back just fine. I was always lead to believe that the reason we switch to APU (from ground power) before the plug is pulled out it simply to protect the guy doing the pulling. There could be a sizable spark/flash if he pulls it out while there's quite a bit of current going through it. From the aircraft perspective it makes little difference, the Airbus would automatically switch to APU power (if available, obviously), I'm not sure about Boeings but it can't be more than a few button pushes away. The IRS's have a battery backup for the case of complete electrical failure. They need to stay alive (and aligned) just long enough to get another electrical source up and running (APU or RAT usually). The reason they are switched off if the aircraft is unattended is because if the ground power falls out (or trips or is switched off) then the IRS's will run down this backup battery and render the IRS's u/s. This would slow down the departure of subsequent flights. Really interesting post Chock, never been taught or even heard of the X-Ray X-Ray X-Ray call and I've had a few tow bar's break. To be fair, both were at JFK where headset phraseology is 'relaxed' at best, even when we nearly ran them over.
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