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BreezyPointDeparture

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Posts posted by BreezyPointDeparture

  1. Posted

    13 hours ago, skelsey said:

    As with any non-normal you simply run the associated QRH. There are two checklists associated with the BLD OVHT/PRV EICAS message in the PMDG QRH (2.8/2.9) -- one will be associated with the GE model and the other I assume associated with the PW model (as the RR engines do not have PRVs and there is no such EICAS message in the RR aircraft - the equivalent is BLD FWSOV OFF).

    Either way, it's pretty straightforward: it's ultimately going to direct you to turn off the bleed switch, or on the aircraft with hydraulically actuated reversers (PW?) it is simply going to tell you that you won't have any nacelle anti-ice on the affected engine. Not a lot else you can do, and not in itself too much of an issue as there is no landing distance penalty for one reverser inop (though if you are going to need to descend through an icing layer that might give you pause for thought).

    I did have to descent through an ice layer - I did so anyway, but yes, there were a few pauses for thought during the end of the cruise.

    Many thanks - Happy New Year!

    Max Castro

  5. Posted

    On 11/30/2017 at 9:27 PM, rsrandazzo said:

    Max,

    Dan is pretty much spot on in his reply.

    Airplanes that get shaken around or subjected to constant vibration tend to experience more mechanical failures and airframe cracking than those that do not- but there really isn't a good way to impart anything outside the statistical norm due to the lack of accuracy in the modeling of turbulence.

    Instead we use a statistical failure model that is based upon real world failure rates for various components on the airplane- so what you are getting more closely approximates the actual fleet experience globally.

     

    Capt. Randazzo,

    Thanks again for your insight - very much appreciated. 

    Happy Holidays,
    Max Castro

  6. Posted

    On 11/29/2017 at 5:28 PM, downscc said:

    Max, to my knowledge there is not any structural failure mode included in the simulation. Realistically, you'd have to have something worse than a severe encounter with turbulence to warrant an airframe inspection.  Most do not appreciate how much of a beating these aircraft can take in the air...., now landing is different.   One can send the bird to maintenance very easily.

    Dan - thanks very much - greatly appreciated!

     

    Happy Holidays,

    Max Castro

  7. Posted

    34 minutes ago, rsrandazzo said:

    (...)

    So my recommendation is always to tamp down the turbulence effect to around 15%...  This will give you the effect of turbulence without making the airplane unflyable.

     

    Capt. Randazzo,

    Many thanks for your explanation - highly valuable and what I was looking for. 

    If I may ask 1 more question on the Turbulence front: Will my 747QOTSII react to the simulated weather by AS outside of just bouncing around. As in, will the airframe fail more quickly, or have more "service based failures" if I flew it in adverse weather everyday vs clear and blue skies? Im curious if the weather set in the sim by AS has a direct impact on how the aircraft "lives and breathes" or it weather acts purely as a simulation method (adding much more bounce) without impact to the 747QOTSII's overall health. 

    I know you guys are always creating stuff that is "ahead of its time," so Im curious as to the relationship between the aircraft itself and the weather.  

    Many thanks again! You guys are rad af!

    Max Castro

  8. Posted

    22 hours ago, Budbud said:

    I fly  with AS and always avoid the cells and turbulence areas when I can detect then on the weather radar and avoid as well the cumulonimbus when flying daylight.

    It's part of trying to reproduce real flight as real as it gets. I was surprised sometimes to see some curves in my flight path very similar to the ones of the real flights on flightradar24 when avoiding these areas.

    I also prepare my flight plans taking into account the sigmets and sigwx.

    Even if it is just simulation, we have access to real data and and accurate weather tools. So I believe that if I can afford buying theses tools, then with the high level of realism that PMDG brings to us in their addons, they deserve to be flown accordingly.

    Wouldn't be interesting to me to just takeoff and climb and leave then the aircraft following the route blindly until the descent.

    As for the icing, I don't know either if there is any icing effect on PMDG's, it doesn't do any harm to follow the cold weather procedures anyway which I try to do as much as I can.

    The thing I miss is the icing visuals which is a good indication to when turn the wing anti-ice on like there was on the JS41.

    Totally hear you on the realism - thanks for sharing. 

    Max Castro

  9. Posted

    22 hours ago, downscc said:

    Full names here please Max.

    i always uncheck aircraft damage.  The simulator has very unrealistic crash detection, and there is no structural failure feature in the FDX so it pretty much just acts like a game.

    I'm not sure about icing effects, various products have some icing caused degradation of performance but I'm unsure about the B744.

    Opps! I always forget my last name!!

     

    Thanks a lot for the info - would love to hear if other people experience real icing. 

     

    Max Castro

  10. Posted

    Hey Everybody,

    Hope y'all in the US had a nice Thanksgiving!

    I was flying JFK-DEN - I don't have the METAR but I set up some custom weather which was very rough (at DEN). After flying through about 80 miles of weather, at 20 miles from DEN the sim stopped stating "Crash - Aircraft Over-stressed."

    I am curious about the following points and looking for insight:

    1. Does PMDG internally record stress - as in, does aircraft stress from weather, or any sort of movement, negatively impact the aircraft which can cause damage/faults (that would show up in the FMC Failure section)?
    2. Alternatively, if I uncheck "Aircraft Stress Causes Crash" in the P3D settings - and I continue flying with the plane bouncing everywhere, does this make a difference to the internal settings of PMDG - and how the FMC records failures/faults? By unchecking - am I hindering the realism of the PMDG settings (not reality, where I know the plane would break apart anyway)?
    3. What do you guys do? Do you guys like to fly through hell and keep the setting un-checked?
    4. Icing - is this simulated in P3D and 747QOTSII? I tried to leave the plane on the tarmac once for 2 hours just sitting there, and then started up the engines and took off just fine without icing being turned on - curious if this is simulated or if I need to update a setting?

    Many thanks for y'alls insights!

    Best,
    Max 

  12. Posted

    Hey Everyone,

    Long time PMDG fan, just got the P3Dv4 747v3 and need some help:

    1. Using the Iberia livery from Avsim...when I config the AC (equipment/displays etc.) and I quit P3D, nothing saves when I get back into the airplane later on. It reverts back to the original setup. How can I get it to save the AC State?

    2. I set up the panel how I like it for Cold & Dark - in the FMC i click save panel state, give it a name, put the name in LS1 and click Execute. The display reads that the panel state is saved, but how do I access it again? When i click to load panel states, it only gives me the 4 standard PMDG states, and not the name of the panel "created." 

    Would appreciate insight and steps how to solve 1 and 2. 

    Much Thanks,
    Max 

  13. Posted

    I did a clean install of P3Dv4 - my first P3D product, and then did a clean install of TIR - note that I just wiped and upgraded my system completely and installed W10. 

    TIR did not work - but this fixed it - understand it may not work for everyone:

    Run the SIMCONNECT installer found here:

    P3D folder/redist/interface/fsx-sp2-xpack/under/retail/lib

    Thats it.
    Max

    • Like 1

  17. Posted

    I don't find your question weird at all!!

     

    That said, I did as once, 2 years ago while flying back from Colorado on United to see the cockpit, we were mid flight. The FA was not at all pleased that I had asked and told me "No, no, that is absolutely out of the question, no one is allowed into the cockpit ever...please take my seat immediately."

     

    I didn't think I was so out of line....I would have loved to see the cockpit during the cruise. 

     

    This is what I Recommend: I have found that crews usually let me see the cockpit once we are de-planing...and of course the plane is parked on the ground. I feel they think you are less of some kind of threat given the flight is now over, and you must be some kind of avgeek as why would anyone want to spend more time on the plane rather than exist as fast as possible to grab your luggage and get the heck out of the airport....so you could always try that route. 

     

    Very Best,

    Max 

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