ArturWashton

Really beautiful, thanks. Already in my hangar. Art.

You are welcome Captain, my pleasure, I appreciate your kind words. Art.

Hi PJames, for sure, some designs allow the use of TR as the primary source of braking, but you know, it depend on design, company policy, local airport policy, government policy and so on... I recall DC-8-52 was great on TR, so great that we used them as an air breakers in flight (engines 2 and 3 only) since we only used the spoilers on landings!!! One good ones are the B737-200A, but again there are a lot of variables and policies all mixed up. The only corporates I flew was the LM_JetStar and the Lear 25B Good day all, Art.

I'm an old bone here. In my DC-9 days we had to stop over a barely 5000 ft runway length with some 96-97 F° on the ambient temp with almost 100% humidity. One thing is the landing technique (despite it is a cross wind landing or not) I agree with DB, then make sure the spoilers are deployed at touchdown (some times DC-9 ers. were faulty on this) this is of course to SPOIL the wing lift and transfer the aircraft weight to the main landing gear and make the braking more effectively. In those planes (and suspect the current ones) 80% or more of the braking were done via the brakes system (just steel) some 12 to 15% goes on the control surfaces (landing flaps and spoilers since all this increases drag, in some crucial situations (heavy at landing and rain showers out there and short rwys) we had to get flaps 50° at touchdown to have even more drag) and last but not least, thrust reversers that provide some were around 5 to 8% contribution on braking. Yes ALL counts when braking, even our own feet like Fred Flintstone hahahaha... But yes in all the planes I flew, reverse thrusters were the least effective at braking even when we could apply full take off thrust on the reversers (DC-9) We also were warned by psychologists specialized in human behavior not to rely on the noise the reverse power produce because we had the sensation that the louder the noise the better the braking. Finally there are some airports out there that forbid the use of reversers due to the noise you know. In my experience it almost did no difference yet bit noticeable on braking but in some planes is a must and some companies allow its use on short runways or forbid the use of it to prevent more wear and tear on the engines. I hope my small contribution here would dissipate some doubts (or create a lot more, lol) Thanks for reading. Art.

Hi AtlanticFlyer: Is there any chance to add a gauge that simulates an external power plant? The switch is there but does nothing. Thanks Art Washton.

Alongside with the previous bugs, I was surprised that the main landing gear does not move at all, quite odd since this plane boasts a hinged, articulated leg gear movement during touchdown to soften the landings and to protect it from unpaved airstrips, among other tech reasons. Maybe I'm wrong, but I tried to look outside during landings and... no motion.

It looks like it is not a rumor anymore... Sad sad story for the worldwide aviation, my condolences for the families of the now deceased on MH017.

Hello Robert: All those news are pretty good news indeed to the big PMDG community, a tick over the moderators in the forum and thech support, and, of course, the plans to develop new projects, whichever are these, sure will be very welcome with the passion and attention to details that made PMDG grew over time. But most importantly is health. I personally wish you well in the surgery and hope you will recover from that soon and well. Good luck my friend, sincerely, Artur Washton.

WestJet of Canada was about to request their -600s with WL, but they finally decided to take the NON WL version, that's the only airline that had intentions to request their planes with it, as far as I know. Artur W.

Hi all, Is this the one I should buy to work together with the T7? Active Sky Next?

Hi Robert and mates, I sincerely applaud your decision to take all the needed time to release the SP1 for T7, that's why PMDG stands out of almost the rest of developers. I think that both the serious flight simmer and those of us like me who wore those "four" on our shoulders on our past and of course those active pals we ALL enjoy the perfection with which you have build those planes. I call that "the three ps" Patience-Passion-Perfection, that's what PMDG team means for me, that's why all retired like me are still alive (walking my dog and loving my Granddaughter, daughter, son and wife, the passions of my life now) With all that said, thanks for your patience for reading what I lovely feel about this. Your friend, Artur Washton.

Happy Birthday for all the joy we had along those 18 years now. We really appreciated Tom. Art.

Glad you liked it Toby, you're welcome. Art.

Hello Guys, I've just read this well written article, it's a comparison between Q400 vs ATR 72. It is rather lengthy but it worth the time to check it out. I found it a few days ago and I wanted to share it with you fellows. Best regards, Art Washton. http://theflyingengineer.com/aircraft/proud-to-fly-a-turboprop-q400-vs-atr72/

I think the next big thing will be PMDG Boeing 787, my personal feelings goes for the next logical step for them since they have full access to the "Boeing files". When will this be done? unknown... not even sure if they will ever have the "go-for-it" call, but sounds congruent for me. In the mean time, I'm waiting for Enigma Simulations "Classic" series of the Boeing 737, have a look at their website, it is a well promising product for the FSX horizons. Art.