davidz

No tweak guide. I got sick of doing that stuff years ago and I don't have time for it. All I do is put the sliders to the right (except for a few things like water and terrain texture resolution), run it through venetubo and fly when I find some time. My frames were set to 28 fps to avoid problems in multiplayer (other aircraft stutter back and forth when the frame rate is out of sync - we all set our sims to 28 fps to avoid the problem). A month later, when I got back on the sim, I wondered why the performance was so bad. A reset the frame limiter to unlimited solved all of my problems. My 'high-spec' machine was built 3 years ago for under AU$1000, with a first-gen i5, only 4GB of RAM and a HDD (no SSD for me). You could probably build something with the same performance today for AU$600.

"Locked"? If by that, you mean you have your fps locked in the display settings, then you need to set that to unlimited right away! It's amazing how much smoother everything is once set to unlimited.

FCOM Vol 1 Chapter SP Section 2. There is a procedure titled "APU to Pack Takeoff". The problem is not takeoff performance (FMC doesn't do these calculations anyway). What changes is that the pneumatic system will automatically configure to supply the packs with APU bleed air instead of engine bleed air, among other changes.

A lot of new aircraft rolling out of the Boeing factories aren't installed with ADFs. This is because regulators are approving airlines to navigate on NDBs using only the GNSS and RNP systems on board the aircraft. This includes final approach navigation. A lot of new aircraft rolling out of the Boeing factories aren't installed with ADFs. This is because regulators are approving airlines to navigate on NDBs using only the GNSS and RNP systems on board the aircraft. This includes final approach navigation. A lot of new aircraft rolling out of the Boeing factories aren't installed with ADFs. This is because regulators are approving airlines to navigate on NDBs using only the GNSS and RNP systems on board the aircraft. This includes final approach navigation. A lot of new aircraft rolling out of the Boeing factories aren't installed with ADFs. This is because regulators are approving airlines to navigate on NDBs using only the GNSS and RNP systems on board the aircraft. This includes final approach navigation.

In aircraft like the 777 with an advanced RNP system, you are even allowed to use LNAV to track VORs and NDBs on final approach even if you aren't receiving the signals from the navigation aid! This is why a lot of 777s are rolling out of the factory with ADFs installed - they don't need them! In aircraft like the 777 with an advanced RNP system, you are even allowed to use LNAV to track VORs and NDBs on final approach even if you aren't receiving the signals from the navigation aid! This is why a lot of 777s are rolling out of the factory with ADFs installed - they don't need them! In aircraft like the 777 with an advanced RNP system, you are even allowed to use LNAV to track VORs and NDBs on final approach even if you aren't receiving the signals from the navigation aid! This is why a lot of 777s are rolling out of the factory with ADFs installed - they don't need them!

... and that would be their own fault for not being on the ball with speed restrictions :wink:

With the list of people currently planned as B772 on VATSIM instead of B77L, just a reminder to everyone that the correct ICAO identifier for both the Boeing 777-200LR and 777F is... B77L Now, don't f*** up the landing! :lol:

You shouldn't be able to lock the wheels under normal conditions since the aircraft is fitted with an anti-skid system (similar to your car's ABS). If your brakes were glowing red, most likely the overheat plugs melted away to deflate your tires. This is a feature to stop the tires from bursting when overheated.

Nothing about that in the license agreement... I think what you're talking about was a message to the wide beta testers that was on the topcatsim.com forums.

If you get too close to another aircraft, the GE90s will eat it up like a giant vacuum cleaner. Outside the aircraft: yep Feature of the real aircraft: yep B)

The freighter is just a 200LR (even shares the same ICAO code of B77L). All you need is to either manually adjust the weights and capacities (obviously you won't get 200+ pax on a freighter) or create/find a template for it. If there isn't one available by the time PMDG put out their product, I'll probably make one up based on the FCOM values.

There's no ALT ACQ or ALT* pitch mode in the B777 or B744. The ALT mode is a level-off and altitude hold function in one.

Looks like I'm going to be busy after this release... B)

When using a fixed derate, the new thrust rating becomes the maximum thrust available. Since you have less thrust, in an engine failure, the yawing moment due to thrust asymmetry is less, therefore you don't need as much rudder authority. This means that your Vmcg/Vmca (minimum control speed) is lowered. In some situations, you have to increase your takeoff speeds due to a high Vmca which means a longer take-off roll. With a fixed derate, your Vmca is lowered so you don't need such a long take-off roll and you can depart with a higher take-off weight. Now you might be thinking that using assumed temperature, you would also have lower thrust asymmetry in an engine failure. However, the rated thrust is still at 100% and you can press TOGA again to get the rated thrust. Hence, assumed temperature does not give you any benefits in terms of Vmca. In fact, if you exceeded the fixed derate in a Vmca limited situation by manually advancing the thrust levers, you could potentially end up in a situation where you do not have sufficient rudder authority to counteract the thrust asymmetry. The other benefit of the fixed derates is that you can use them in any situation. Assumed temperature is not permitted in some situations, such as a contaminated runway (snow, ice, slush, etc.) Assumed temperature is only permitted on dry and wet runways. In response to the question as to whether fixed derates are "safe": you don't know if any take-off will be safe until you perform your take-off analysis, either manually using charts/tables or with software. In response to whether derates are "easier" to do than assumed temperature: it is exactly the same process. Even using both derate and assumed temperature together is the same process. Boeing publish a set of charts for each of TO, TO1 and TO2 take-off thrust ratings (in the FPPM; the FCOM only offers a basic set of charts/tables). From these charts, you can either work forwards to find the maximum weight you can safely take-off with, or you can use your actual take-off weight to work backwards to find your assumed temperature. If you ever find that your actual weight is above the limit weight or that the ambient temperature is above the assumed temperature, then it is not safe to take-off.

Further to the question on what the FMC can do.;. it can spit out V-speeds for you, but before you're allowed to take-off (in real life), you have to draw lines on hard to read charts to make sure that you're going to get off the ground! Not something the FMC can do. Obviously software like TOPCAT replaces the need to manually plot your take-off solution.

And many are being fitted with LCDs as the CRTs reach the end of the service life. When this happens, the cockpit looks a bit strange as there is a mix of CRTs and LCDs. The same symbol generator feeds the LCDs so the "CRT" symbology is shown on both the CRT and LCD units.

The HGS is not just something that's nice to have for the pilots. From the airline's perspective, it allows take-offs in lower visibility (~350 m or 1000 ft) and CAT II and CAT IIIa approaches without the use of the autopilot. Without the HGS, the crew would have to wait until the visibility lifts a bit higher before they can depart which has a big impact on the airline's costs.

In more and more countries, ADFs are no longer necessary for aircraft with RNP systems. The Australian regulator (CASA) has issued quite a few operators with approvals to use RNP 0.3 and GNSS to laterally navigate VOR and NDB approaches. That is, the approach can be flown without receiving VOR or NDB signals at all (including if the aid is unserviceable or if the aircraft is not fitted with an ADF).

Fail operational 737s also have 3 autopilots. The philosophy behind the 737NG was to make it similar to the 777 so that it would be easier for pilots to transition. They didn't really succeed since the airlines wanted it to be more similar to the 737CLs rather than the 777! The only real similarities are in the flight instrumentation... everything else is quite a bit different. It's a whole new cockpit and a whole new aircraft, unlike what Airbus have done.

Like in the NGX, when you click on the CDU scratchpad or press TAB, it will allow you to type into the CDU with your computer keyboard. The flashing green box indicates when this is active.

Multilateration runs off a bunch of interrogator and Mode S receiver antennae on the ground. Every time a transponder responds to an interrogation, the Mode S receivers receive the response. The delta in receipt time is used to triangulate the position. ADS-B has been approved in Australia and other countries for separation purposes. In Australia, ADS-B is approved for 5 NM separation where the accuracy reported by the aircraft meets the requirements and there are no RAIM outages detected by the monitoring station co-located with the antenna. RAIM outages, etc., are handled in the same way as a radar failure. In terms of security... there are lots of protocols that are in use in aviation that are completely unsecured. Voice comms is the most obvious: anyone can buy an airband transceiver and start messing around. Earlier this year, media reports indicated that researchers had found a feasible way for anyone to spoof ACARS (or CPDLC; articles were not clear and only hinted that route uplinks were possible) messages. Now having said that, spoofing ADS-B messages in busy airspace probably has more potential for disruption that someone impersonating ATC on the radio.

Different airframe => different performance figures too

GEC is "Lufthansa Cargo" on the radio. Aerologic is BOX and "German Cargo" on the radio.

You could use the blue hardware throttle position indicators to line up your hardware throttle with the actual thrust before it goes to HOLD. After take-off, the A/T will go back into THR REF anyway.

Or we could have multicrew B)