Oracle427

Not sure if they are worried about this pressure here. NJ has cut back the services and we are now down to one State Police heli unit that has to cover the entire state. As I understand the situation, there wasn't enough demand to justify keeping two the NJ units in operation. I can't check the audio from here, but it sounds terrible and unprofessional from the description. It shouldn't happen even if they are coming under pressure though that is only an assumption.

There is no approach and landing N1 to compute. It is not a constant value. If you use autothrottle, it will adjust power as required to maintain parameters such as speed and descent rate. The power will vary as configuration changes are made, and will vary between flights as weather and payload will vary.

So true! I work on corporate systems that manage problem cases related to social media (external) in addition to all the other ways that staff can get themselves in trouble internally. It is amazing how much can be learned about one using these tools. I do not have access to the data, but I understand how it works as I am involved in the design. Be nice!

There are crawlers and robots all over the net that are tasked with parsing through the content of websites and feeding this data back to whatever data storage later they point to. These are distributed processes that run in parallel to discover, parse and create an index of the site content. There are also robots that are malicious and are designed to discover and attack vulnerabilities on websites. On a website that I manage I can monitor the activity of the robots, and I can take a few steps to throttle back their activity to stop them from impacting the performance of the site. I can also suggest that some content not be indexed, but there is very little control over that. In the end it is fair to assume that if the content is pubicly accessible, it is going to make its way into the great big search engine cloud. Once there the indexing algorithms of the search engines will analyze the data to optimize search results. The search engines are searching through data that their robots have parsed through over days and weeks. They are not actively hitting every website on the net in real time.

As long as the content can be publicly accessed, it's going to get indexed. There are crawlers running 24/7 going through everything on a site. In near real time the data is uploaded to the search engines and will appear in their results. It would be hard to defend this as an invasion of privacy if the information can be readily accessed without even having to log in. Cookies are a different matter.

You can regulate, but you can't stop stupid. Was flying with my wife not long ago at about 1000AGL near a very busy airspace and within a class D. She jumped and alerted me that she was sure she saw a drone whiz past. I never saw it. I told the tower about a possible drone in the airspace. I have struck a small bird once, I don't want to try hitting a much more solidly built drone. This crew was fortunate!

You will receive an IFR clearance from clearance delivery that will include your initial instructions upon departure including departure frequency, headings, altitudes, fixes, a SID or DP if applicable and time to expect further instructions from ATC along with the next altitude to climb to. The instrument procedures for many airports will include details such as climb gradients and notable obstacles in the DPs.

He did try to acquire tracer ammunition. Only reason he didn't was because the vendor was out of stock. Regular ammunition is very unlikely to ignite fuel, but tracer ammunition is fairly good at it. Incendiary is best, but I doubt he would have been able to legally acquire that.

It is a silent killer and can start without warning. I'm active, not overweight, went for annual physical medical exams and the doctor always said keep it up, everything is good. Not marginal, not average, but good. Just a few years ago, shortly before I turned 40, I went for my regular physical and the results this time were not good. Not marginal, not average, they were now not good. My A1C was not pre-diabetic, it was definitely diabetic. How could it be? Why? What can be done? Thankfully in my case it was derected early before it had time to cause damage to my body. It is at a stage where I can adapt my exercise and eating habits to keep it under control, but it is there waiting for me to slack off so it can slowly take me. I know that it will get worse with time no matter what I do, but as long as I stay on top of it I can push that day back. It will be a sad day for me because I will likely have to hang up the helmet and goggles. I monitor my sugar and know that a little bread or rice will send my sugar up to 300 when it will otherwise remain around 100. One of the best things I did was attend a course on living with diabetes. It lasted several weeks and provided me with a lot of knowledge to help keep control. The next and just important thing was to increase my activity level. It didn't take much, as a regular routine of body weight exercise helped me shed a little weight in the places that are critical for diabetics. Take care, get check ups regularly and if you are at risk, get educated and take action! Speedy recovery!

Do you have a control mapping for brakes?

I would suggest that you learn the basics of FSX mission development and try to create a few test missions of your own before attempting to modify an existing mission. This will allow you to try things in a more controlled environment. I have no idea how the FSX Mission development process works, so I can't offer any guidance. There is also an FSX Missions forum here that you may want to search through.

I have want and for sale ads on there and have found many great parts and planes in there in the past. Great site!

I know, just reporting that the function works somewhere. :)

I can confirm that using request desktop site works in Chrome on Android. The site responds properly to that function when using that browser.

Chock, I understand and agree with your points. This is what I would like to see happen in the future of personal flight simulation. I know I'm in the minority as I run stock scenery and use DX10 preview in FSX. My only add-ons are related to weather and aircraft. Focusing on visual development offers very little for me as the stock scenery very accurately mimics reality in the US where I fly and permits me to pre/post fly actual flights with a very high degree of accuracy for practicing pilotage and other skills. Yes there are deficiencies with textures when night flying in FSX and P3D and it is bothersome. I'm no fan of seeing puffy grey clouds everywhere on moonless nights. The visuals don't change the quality of the flight dynamics or the quality of the training by much. To put it another way, sure it doesn't look at all like you're there, but the quality of training is not compromised. Any work on the dynamic atmosphere piece of the flight simulation would be truly revolutionary and dramatically improve the utility of the product in more phases of flight and with a greater variety of aircraft. Don't get me wrong, the work done to improve shading, volumetric fogand other lighting effects is amazing and greatly appreciated. VR is interesting and I'd like to see it grow. I did try out some VR during Flight Sim Con. That is a parallel development track that I would like to see. My greatest concern in the VR space remains the ability to precisely manipulate complex control systems without having to interface with physical controls. I was very impressed with the VR demo from X-Plane at the convention.

The effects on air masses from thermals, terrain, trees and man made objects is an area for development in flight sims. These effects contribute greatly to the dynamics that make every single takeoff and landing a unique event that must be planned and evaluated throughout execution. In cruise, it is a factor as well. A ridgeline, a row of trees or large hangars upwind of a runway can make for a challenge. These can create all sorts of up and down drafts, head and tail winds in very small spaces all requiring prompt and precise control inputs to maintain control and alignment with the runway. None of the current simulators provide this. It is the skill that deteriorates most quickly for me when I am away from the real plane for a few weeks. I believe that improvements in this space would be very valuable for training and it would add more depth to the simulation. As it stands, every landing is very static and mechanical once you are stabilized. You can hold the stabilized inputs with minor corrections, flare and land. It is rarely like this IRL.

I haven't checked the histiorical METAR either. In the spirit of speculation I will throw this out. Wouldn't they have had to be using a published approach such such as ILS or RNAV if the airport was obscured due to a low layer or fog? In that case they should have been lined up on the runway unless they used approach guidance to a different runway and then side stepped to the incorrect runway once visual contact was made. I'm not familiar with the SFO approaches and practices.

Magnetite, Your suggestion to post a pic of the scratched disc just brought back a memory from long ago. :) I had finished listening to my freshly opened LP of the Rolling Stones "Undercover of The Night". I thought that I should head over to my friend's apartment just two levels up and share the goodness with him. I put the LP back into the sleeve, walked up the flights of stairs. As I was about to step off the final step the tip of my shoe caught the edge. I watched in horror as the LP slipped out of its sleeve and served as the landing skid for my hands as I hit the floor. That scratch would never buff out! I believe I still have the LP stored away somewhere, but where exactly? :)

When wiping, the strokes should be very gentle and along radials. This will minimize the risk of creating more scratches that interfere with the reading of the media.

n4gix, It was wonderful to finally meet you in person at the convention! Great discussion and exhibits this year and the venue is an improvement.

Three of us coming over. Excited. ;)

I was just about to post a Wiki link for Agile software development. I believe that the fastest way to ###### off a client is not to educate them and make them a partner in the process when switching from Waterfall to Agile. This is what I see happening here. It would be helpful for everyone to understand how important their feedback is to the process and how much of an impact they can have on the final product. This of course assumes sufficient budget exists to continue development!

+1 to this recommendation and all of the above. In in (weak) effort to go back on track. Nice video for the comparison and I agree with Chock's observations on visuals. :)

The nose does look a bit like the Lancer!

They are aerodynamically similar, yes, and the extra power unfortunately isn't enough to overcome the parasite drag of the similar airframes. As a result the cruising speed of the PA-18 isn't that much higher. The control response of a PA-18 is much better than that of a J-3. The controls in a J-3 feel sluggish and introduce a lot of adverse yaw in turns. If you don't use the rudder and roll into a 30 degree bank, you can count to 3 or 4 before the nose begins to yaw past the point of reference before the roll was initiated. The PA-18 doesn't exhibit quite as much adverse yaw and will generally yaw within 1-2 seconds. The difference is very noticeable and great for teaching good technique in the J-3. The PA-18 lets you get away with murder if you are sloppy when compared to the J-3. I've never compared the surface area of the tail on the two, but if memory serves right, the PA-18 has larger stabilizers. The J-3 climbs, descends in a rather level attitude, there isn't too much power to play with so the difference between cruise and climb is just a couple of degrees. On a PA-18, you can easily climb at a steep deck angle, so in all it feels more dynamic. I also forgot that the PA-18 has flaps and that makes a big difference for takeoff and landing performance. The approach speeds are fairly similar at around 50 MPH-55MPH for both airplanes (PA-18 with full flaps). Both planes initially climb at about the same airspeed, but the PA-18 will climb much more steeply with the extra power. In fact, if you have flown a C172 with an O-320 and then flown the same aircraft with an O-360, it feels like a different airplane despite being the exact same airframe. In my case, it was the same serial number. The Super Cub is one of my favorite planes to fly IRL. I'll be buying a copy of FSW soon to try it out once I get a little more free time. Lastly, I do wonder if the flight modelling is generally improved in FSW. It would be nice to discover this as I've seen a few comments suggesting that this may be the case.