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Copper. last won the day on June 17 2016

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  1. My advice in this thread is the same as my advice as a current qots2 tech team member. I don't see any problems with existing functionality. It can of course be refined to include x,y,z conditions... but to what end?
  2. How much louder does the chime have to be?
  3. Have you tried cycling the affected engine bleed switch to restore the system? What status message is shown on the status page? *HPSOV and PRV are pulsed open, provided the overheat no longer exists. There are no temp indications for engine bleed air so we aren't able to say conclusively that the overheat condition exists at reverser selection. No one has said whether they've tried a reset by cycling the affected engine bleed air switch nor has anyone provided the STATUS message. With a BLD X OVHT/PRV message, there should be either a BLEED PRV ENG X status message or BLEED X OVHT status message.
  4. BLD X OVHT/PRV shows for 1 or 2 of 2 reasons. How are you certain the overheat exists?
  5. Problem? RR - with HPSOV and FWSOV closed, it is possible for reversers to translate. GE - with HPSOV and PRV closed, it is possible for reversers to translate.
  6. I wonder the same. The original post says that this happens on the RR also, and maybe it shouldn't.
  7. John, what do your GE manuals say about PRV and HPSOV behaviour AFTER being commanded closed by ASCTU as a result of a engine manifold overheat event?
  8. Since 747 normally lands with equal quantities in the respective mains, I'd like to correct my statement and say min fuel for hydraulic heat exchanger coverage is approx 10T.
  9. "minimum fuel" should be looked at from two independent viewpoints. 1) approved fuel planning requirements 2) airplane technical system requirements As far as #2 goes, the limiting system is hydraulic pump cooling (min approx 7T) followed by fuel pump operation (min approx 6T) respectively in a low fuel situation. In my opinion, hydraulic problems will be latent, occurring not immediately. Fuel pump problems will be more immediate and obvious. What you probably saw was the LH crew enter the reserves according to #1 (approved fuel planning requirements) which doesn't take into account #2 (airplane technical system requirements).
  10. Why does V/S not get any love? I usually enter V/S, make alterations to VNAV, then I either re-use VNAV or I use its vertical bearing data (DES Page on CDU) and the green banana as a reference whilst still using V/S. Matt/Joe, how would you guys manage the same descent given his conditions he set in the video? I know there are a few ways in addition to what FD2S did. In no way am I qualified to criticise or judge his methods and I will try it out some time... thanks for the videos FD2S! Very much appreciated.
  11. MHTG - Runway 02. Is fun to do.
  12. Thanks for the tip. I'll try when I can.
  13. Vertical speed (from memory) comes from accelerometers around the aircraft and its data is sent to the computers. What is a seat cushion passenger interface? No, you do not generally notice sink or climb rate once this rate is established, you do however feel the changes. If you go from 1800fpm sink rate to 2500fpm sink rate suddenly without compensating for the change in g, you'd feel it. Same for when the aircraft roll's, you feel the changes. As a further note, students should NEVER put achieving a "greaser" above landing in the touchdown zone with normal attitude. There are so many YouTube videos, so so many, where this is not done. The students realise that they need to get 150fpm, for whatever reason, and risk tail strike by using abnormally high nose up pitch with a flare that extends beyond the touchdown zone. This would have to be my biggest criticism of all the videos on YouTube.
  14. Start at Page 15. it tells you all you need to know. Boeing philosophy and policy is to rely on pirep for hard landing reporting. Generally 1.4g to 1.8g vlf is the limit. Anything below 1.4g vlf would mean just the basic check is done. Above 1.4g vlf, generally phase 1a and 1b etc etc. i regularly land in the 300-400 fpm sink rate range. It's hard to land on a needle like runway properly. I'm sure many simmers would land in the 150fpm range if they were to fly the real deal. It's a bit like driving a car in a game, it doesn't compare to driving the real thing.
  15. To summarise: - What you are seeing on the internet is old pmdg stuff from their old product. It included a 748 exterior model only (eye candy) if I recall correctly. - PMDG are building a new 747-8i/F at the moment which will be true to its real world counterpart. Its release date is unknown. PMDG do not give release dates. Don't ask for one, or for a price for that matter.