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About DEHowie

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  1. DEHowie

    Is it worth buy FSLabs a320

    Well Tooting better not fly in Indonesia,Thailand, Vietnam, Cambodia, Russia, cChina etc etc etc. Use of native language is common and widespread by pilots, ATC, ground movements,cars trucks,tugs you name it and almost anyone who doesnt speak English. So its drawing a pretty long bow to say an A330 crash is related to speaking French... BTW an American Airlines crew crashed a 757 into a mountain being off course because of ill disciplined FMC usage and then a go around with speedbrakes deployed....would that imply all English speaking crews are as bad?? Racial profiling has been covered i think....
  2. DEHowie

    Is it worth buy FSLabs a320

    Airbus have had dual input warning functionality on ALL aircraft since the near disaster at Sydney back in the early 90's. The incident took place in 91 not long after the A320's entry into service. Airbus responded quite quickly i believe after a dual input in an attempted non cross confirmed go around lead to an A320 flying close to the ground for an extended period just missing a Thai MD-11 that failed to hold short of a runway. Thats the thing with new technology you just dont know what you dont know...
  3. I grabbed it and other than navdata which you can fix it appears to be working ok!
  4. How did you find it working in V4. From here it all looks great. Thinking about picking it up.. Cheers Darren
  5. DEHowie

    Advice needed on perf calc 744

    The reason many airlines refuse to use derate as opposed to flex/Atm is the somewhat ambiguous legal grounds. Under FAA rules the max flex you can use is to be no more than 25% off the original max rated thrust. So for instand you could not use a flex temp that would reduce a 50000Lb thrust engine to less than 37500Lb’s thrust. Now if you derate to 42000Lbs thrust then flex down to 25% off that so max thrust 31500Lb’s which is way less than the rated 50000 less 25% ie 37500Lbs then depending on who you work for and there outlook on what the rated thrust of the engine is ie 50K or 42K it gets very grey. Hence many of the worlds airlines refuse to use anything other than flex. Lawyers would have a field day..
  6. DEHowie

    747-8 Assumed Temp Reduction?

    As i detailed in the other post you can just use the EFB with your actual take off weight guestimating temperatures until you find the highest temperature you can depart at without a exceeded max warning... Then use that temp as your ATM/Flex value...
  7. DEHowie

    747-8 Assumed Temp Reduction?

    I just put up a quick how to in the post in the 747 forum...
  8. There is a way to calculate a flex temp now with the EFB. It involves working in reverse to determine the max temperature you can use at a particular weight. it is fiddly to do but it works. I will describe and in short this is the technique used when using paper charts in the real world. Ok lets say your taking off at 380000KG. First step plug in a take off weight of 380K in the EFB using the real OAT to ensure that you can actually depart using rated thrust IE TOGA at that weight. Having done that I would start at around 40C as a first value to plug in as the OAT. What we are doing is "ASSUMING" the OAT is 40C is Assumd temperature method. If the box(EFB) result says you can lift 380 do it again with say 50C. If the box says you can lift your 380K at 50C keep going in 5 or 10C intervals. When you reach the point where the box says you cannot legally depart say for example at 60C it says unable. When the box rejects your take off as being to heavy you now know the max temp you could take off at is between the previous value that was ok say 55C and the value which just failed ie 60C. Personally i would go with a ATM/Flex of 55C using the speeds determined at that calculated value. If you had time and really wanted you could try 56,57,58 or 59 to determine the real max ATM/Flex value going with the highest temperature you can get a positive result out of the EFB from.. To me within 5 is good enough. Using paper charts in the real world this is EXACTLY the way a flex is determined. You simply go to the tables using your take off weight and find the max temp you can legally depart at where the limiting weight is your current planned take off weight. That temp is your Flex temp/ATM. Note i am not talking about climb-1 or 2 primarily as it takes enough time to work it out at a base value but there is nothing to stop you using them. Note lots of airlines do not using derate due to the dubious legal grounds. If a performance related accident was to occur as to the nature of the thrust reduction being greater than the legally max rated thrust less 25% This is legally the maximum thrust reduction permitted by law and convincing a jury that derating a 70000Ib thrust engine to 55000 and then flexing(ATM) it to 42000Ib is somehow less than a 25% reduction of its original 70000 will be fun!. And note DERATE and FLEX/ATM are very different things. In the sim world they seem to be used interchangably but they are far from the same thing and mean and have entirely different applications.
  9. Thanks figured something was wrong. Great work on the 747-8!
  10. G’day, While experimenting with the perf calculator to work out a pseudo flex temp at KVPS i got some rather strange results. So off runway 19 full length at 390T i found the max temp i could get without an exceedence weight message was 44C. Then by increasing the temp to 45C i get a message saying the max take off weight is 359825Kg. So 1 degree makes a 30175Kg diff in take off weight. Another 1C to 46 at the limit is now 356884 so just under 3000Kg. So from 44 to 45 there is a 30 ton change in limit weight but from 45 to 46 its 3 tonne change. Just wondering what is going on here to cause such a huge change in limit weight of only 1 degree C when other temp changes are in the order of 3000Kg per degree. Cheers Darren
  11. DEHowie

    747-8 ETOPS procedures

    Some countries to dilneate the differencecare calling it EDTO Extended Diversion Time Operations. Not to be confused with Etops which was primarily an engine based limitation EDTO limits ALL civilian passenger aircraft based off things like cargo hold fire suppression limits etc. The time of 4 engine aircraft blasting off 6 hours from a diversion field are if not gone very soon to be gone. Its not mch good have 8 engines if your fire suppression system in your cargo hold expires after 90 minutes. Erops, Edto etc...similar limits are now applicable to ANY passenger carrying aircraft.
  12. DEHowie

    New airport from Flightbeam

    One of the most challenging airports in the world in high wind conditions. Unlike most airports high winds occur very frequently. Very. Instant buy. Try taking a 737 or 320 in there with steady wind of 50Kts gusts to 65...P3D doesnt scare you a hundredth of the real world. Maybe LM might fix the wind/turbulence model in 4.3 and make it realistic with wind surges etc like in that other sim cough X-#&@%$& Then Wellington will truly be alive in P3D.
  13. DEHowie

    P3d v4.3

    If you want to see PBR rather than watch a video go download the free xplane demo. Load the 737 or 172 at dusk ir dawn and pan around the aircraft and watch the way the refections, light bouncing off rivets, canopies and all aircraft curves etc work. Its next level stuff and when you see it you will see what is missing from P3D.
  14. Lyndiman has made beautiful ortho scenery for the North and South islands. I have not seen Ortho done so well all color matched and simply beautiful. So good i had to send him a small donation as its simply awesome...
  15. Great little scenery they got it spot on..we visited Fairbanks a year ago they even put in the two mini boneyards...nice work!