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About DEHowie

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  1. PS probably the greatest displeasure of the flight sim community is the "I know more than you" attitude even though they have never been there and never seen it. The "it cant possibly be like that" crowd. The sim community has very little input from real pilots(not hard to wonder why really) partly because when they do give input its the same old same old....oh that cant be right the sky doesnt look like that from my balcony, or how would you know, or oh look it cant possibly be like that as a friend of mine who once sat in a jump seat says its not The environment at 10 plus thousand feet it very very different to that at sea level. Lighting is far more intense, way more saturation in sky colors at sunrise and set. Color graduations are far more pronounced with the full spectrum of color visible across the transition at the terminator(modt sim pilots wont inow what the terminator is because non of the sims show it) every day. Some things like the terminator is not even simulated with gradual transitions yet in the real world the terminator runs like a hard edged line demarcing day and night. Camera tech today still does not allow the capture accurately of the colors and graduations the eye can see with its incredible light gathering ability so its still hard to share what we see. Right now the closest to real sky is the Milky Way texture from Envtex if you want something thats very close to what you see in the dark hours from the flightdeck. Enjoy.
  2. I guess thats the difference between people who have been on the flight deck and seen it. The ohotos have been taken to portay EXACTLY what is visible from the flight deck at altitude. Standing in yiur back yard at sea level with city lights filling the sky with ambient light is so far removed from what you can see from a flight deck at night as to basically be another world. Cabin crew are continually stunned by how clear the Milky Way and the thousands of stars you can see once your eyes adjust from the bright even when dimmed cabin lights. At sea level you can see far fewer stars than at even 35000'. So no fancy tricks to use long exposures its a 5 second exposure for the night sky and edited to show you what every pilot sees every night. The human eye is far more efficient at gatheringblight than a 2.8 Fstop lens so you need that amount to gather what the eye can see. If you ran the exposure up to 20-30 seconds you could fill in the entire Milky way but the objective of this exposure is to show what we see everyday on a moonless night. Go for a country drive sit in the darest place you can find for 30 minutes and turn your eyes skyward and you will see a fraction of what you can see at altitude without the thickest part of the atmosphere blocking out the weakest of visible stars.
  3. Actually its a serious question not being rude. If you have never sat up front in a darkened cockpit at night you will never know just how many stars are visible to the eye at night. Once your vision adapts the sky is covered and an amazing sight. Not being rude i was asking a serious question as if you havnt its understandable if you have then you need to turn the lights down more!
  4. There website isnt quite up to date...4 C-46's which i cant wait for either.
  5. Unrealistic? Have you ever been in an aeroplane at night? If anything P3D skies lacking stars...the Envtex night sky is far better.
  6. The latest Envtex injects sky textures in concert with ASCA based on time, wx etc. Its an option selectable in prefs.
  7. These days talking to the FE's on Everts 6 fleet(the largest operator of DC-6's in the world) the BMEP is really only used for engine failure identification and negative prop load ie to low a power setting. To low a power setting ie a zero BMEP can result in the prop driving the reduction gearbox and issues with metal chipping of the gears as teeth are put under load in the wrong direction. They fly exclusively MP and RPM.
  8. Barely if at all..its a 100000Lb aeroplane and flies like one..think 737 but more pleasant to fly. Its not as rock solid as the A2A stuff quite a bit more agile. The flight model is almost identical to the xplane version which speaks volumes for how good it is. If you are used to the xplane version the lighting is not quite as nice but the Afe does a few extra things. Sounds have been improved a bit as well being more beefy and more 3D not so flat. Only thing missing is the engine heaters for the -60 at Fairbanks in
  9. Everts are the largest holder of R2800's in the world. I was lucky enough to do some photography for a project of theirs and had a great look at there workshop/hangar in Fairbanks. They have a mini boneyard there with lots and lots of DC-6's etc for canabalizing. They are always on the hunt for parts and retiring aircraft to purchase for either parts or operational use. Amazing facility at Fairbanks and the Everts people are amazingly friendly. The consider themselves custodians of these incredible aircraft and are very happy to show you around if you end up in Fairbanks. Not just the DC-6 but these bad boys...
  10. Yep more Everts please. Charlie Brown The Blue Canoe gotta love the 6!!!
  11. Fully agree the Ixeg 737 is a cracking simulation of what it feels like to operate and fly a transport catagory jet. Highly recommended and if your running the Pmdg NG then its a very similar standard minus a few of the failures but with xplanes better aero model so its a win win.
  12. Im telling you how it is in the real world. You need to get it that it is NOT a THRUST HOLD function on the Boeing like it is on an Airbus. On a 320 and 330 which have a N1 or EPR hold function which is continually active and constant EPR you will see up to a 2% increase in N1 simply caused by ram effect on an EPR monitored aircraft. Now this is on a plane which IS maintaining a thrust setting. The Boeing is NOT it is simply holding the thrust levers in whatever position they where in when the Throttle hold speed was passed. Hence there will be an increase in thrust due to RAM effect as the aircraft accelerates after it has passed the Throttle Hold speed. If your departing in strong headwinds you WILL need to set take off thrust by hand frequently after throttle hold has engaged as the aircraft will pass that airspeed at very low groundspeed. Now whether P3D or Pmdg's logic is completely accurate is a different discussion with regard to the amount of spool up. However the concept that the model is not accurate because thrust values increasing after throttle hold engages is NOT correct. It is expected and does happen in the real world and a bug it isnt. It is only prevalent between Throttle Hold and 400' AGL when Thrust Ref re-engages with Vnav. Very observant mate but the Boeing autothrottle system has some weird "features" like Throttle hold, its numerous Vnav modes many which are counter intuitive and have traps awaiting every corner. Converting from Airbus to Boeing for me is an eye rolling autothrust..its on or off easy. Boeing autothrust...its on then off but not really off then its back on..mostly..but if you move the thrust levers its on and off until you really need it then its definitely off and the toga button works most of the time except when you really need it. Any wonder the NTSB ripped them apart...
  13. Didnt inow till the other day N151 was one of Cathay's DC-6's...
  14. PS and a video in HD of the 747 which clearlybshows the drift away from the Thr Ref setting during the take off roll. Its in HD and if you screenshot the Vid yiu can zoom in and see thst after Thr Hold engages the EPR and rpm change. Enjoy...
  15. The thrust increasing is a natural effect seen on every jet aircraft i have flown. The throttle hold mode(note its NOT thrust hold) is a mode whereby the autothrottle sets the limit thrust(Thrust ref)...on reaching HOLD(65-80 kts airframe dependent) speed the autothrust no longer can modify engine thrust. Ie it sets the thrust then depowers the servos to the thrust levers to ensure an autothrottle issue cannot reduce thrust. It isnt an active system ie continually keeping the thrust the same like the Airbus system which continually maintains the desired EPR or N1. As the aircraft with thrust set accelerates and the autothrottle in hold and no ability to adjust thrust accelerates ram effect will increase engine rpm ie N1 and can change EPR. Here is an extract from our 787 manual...the 747/777/767/757 are all identical in application of Throttle Hold mode. Quote... The PM should verify that takeoff thrust has been set and the throttle hold mode (HOLD) is engaged. Once HOLD annunciates, the autothrottle cannot change thrust lever position, but thrust levers can be positioned manually. The HOLD mode remains engaged until VNAV engagement or another thrust mode is selected. Note: Takeoff into headwind of 20 knots or greater may result in HOLD before the autothrottle can make final thrust adjustments. The HOLD mode protects against thrust lever movement if a system fault occurs. Lack of the HOLD annunciation means the protective feature may not be active. If HOLD annunciation does not appear, no crew action is required unless a subsequent system fault causes unwanted thrust lever movement. As with any autothrottle malfunction, the autothrottle should then be disconnected and desired thrust set manually. The engines spinning up due to Ram effect occurs on EVERY engine on every jet out there. As you can see its not a THRUST HOLD function but THROTTLE HOLD designed to not hold a set thrust setting but depower the autothrottle servos and stop a malfunction reducing thrust catastrophically.