DEHowie

Over the last 15 years ICAO has mandated numerous changes particularly at larger airports. Runway markings have changed doing away with traditional 500,1000 and 1500’ markers bringing in runway markings based on runway length ie less than or greater than 2400m runways. This also changed papi crossing heights at most larger airports to 70-74’ eye height. Hence papi and ILS slope indications frequently do not coincide.

Id live to know what settings you guys are trying to run V5 at. i was running a 1080 6Gb Vram with mid settings and never saw above 4.8Gb Vram usage with any aircraft except Maddog. Upgraded to a 2080TI 11Gb and Maddog blows out well above any other aircraft including at least two In RC status. The Maddog needs a massive revamp with optimization. Minimum 8Gb is outrageous im sorry. Even with 8 people everywhere are throwing their hands in the air with Vram crashes. It seems to have gone from the top of the performance pile to the bottom. I dont care if it runs at 80fps if it crashes once an hour because its Vram isnt optimized. Anyone saying it uses 4K textures etc misses the point. It doesnt look any better and makes the sim completely unstable. It needs fixing.

The essential items you speak of are not what anyone ever regarded as essential including many real world pilots me included. Essential..no. In short these characteristics where added to show the nuances of exactly how an A320 family aircraft flies. These tiny characteristic changes in multiple areas are what where added. Minor changes in tiny regions of the flight envelope that are distinctly there for "character". Something not modelled by any other manufacturer of aircraft for P3D. To do this the Elac programming was i believe entirely re-written to accomodate numerous changes that as pilots we asked for to take the flight model to a point so far beyond any other aircraft ever in P3D. Using a normal flight model this is completely impossible in P3D hence only two manufacturers use to my knowledge external flight model stuff, Majestic with their wonderful dash and FSL. You wont hear the devs sprooking it because its just the way they are. They want the most accurate aircraft in the sim and thats exactly what it is right now not because it as you say “essential items where way off” but because the pilots on the team and the devs wanted the little things that truly make it have the tiny characteristics of the real aircraft that make it unique. Every step needed tweaking and rewriting from sidestick to elac to flight model so as to accomodate these minor changes that set this aircraft up on a pedestal as easily the most complex and accurate ever released. When pilots go looking through flight modelling for minor handling nuances that make an aircraft unique and a dev spends months rewriting the essential code to meet those requests is the perfect example of why its on such a pedestal. Essential? Certainly not, but the unique minor handling characteristics is something pilots like me wanted to show off that sets this Airbus at the top of the addon heap by some margin. I am 777/787 type rated these days full time left seat 787 after 15 years on Airbus and no other software provider gets close to the accuracy of this addon. This is for both handling and basing pre flight setup( not pushing buttons but load data entry, loading, payload adjustments etc), handling, actual de-icing with accurate flight dynamic effects if you dont yes including far higher stall epeeds and accuracy on what really happens on a narrow body flight deck. Anyone who thinks a 737 or A320 loads and boards at flight planned weights and loads has no idea what happens every flight in the real world. Other devs have never tried to model what its like to not only fly but “operate” a narrow body jet..ever. No other dev has tried anything so ambitious in any sim..ever. Thats why i got involved with them they want accuracy and reality. Something forgotten but primarily simply not known is how integrated Airbus systems are compared to most Boeings. Computers talk to one another and directly effect what others do. Aircon needs cooler air to respond to a temp selection change so Aircon packs need more air on the ground so they send a signal to the Fadecs to bump up engine idle speed so more air can be ducted off so now rpm increases causing taxi speed to change. Thats what happens in reality, thats what happens in FSLabs and why consider it easily and clearly the best addon ever released..bar none.

I have the same issue in both xplane and p3d after friver update. it happens in both seperate window and in panel versions.

Would you mind sharing the solution?

Grabbed the Saab and to me out of the box the best carenado aircraft in xplane. Very impressed and have flown nothing but it for the last few days. They are getting their act together.. I have the LES Saab as well and with the Gtn in the Carenado working seamlessly its a joy to fly.

Disregard found it jut copying the panel cfg file worked...

G'day Picked up the most excellent GTN750 from RXP but i for the life of me cant find install instructions for it anywhere. There are numerous files for the panel mentioning Reality750 cfg etc and xml files but i cannot find any mention of exactly how to use them? Am i just going blind?? Anyhelp would be great there is no mention of various panel setups in the console etc there is a GPS button but does nothing when clicked.. The GTN instructions on the FSW page are oly for the Flight 1 version. Thanks Darren

Im quite surprised that anyone who is a hard core simmer could possibly go past the TBM900 for xplane. Its G1000 is the best in any sim period and to boit you get the best turboprop GA aircraft ever done. I picked up the Vertex Diamond to compare it to the Aerobask one and i do prefer it... But if your after a great G1000 aircraft there is only one choice. Hot Start TBM 900...if you fly both sims its an absolute must have if there is any better GA aircraft let me know...and i already have A2A etc... Vertex Diamond is a nice little go go buggy though!

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....

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...

I grabbed it and other than navdata which you can fix it appears to be working ok!

How did you find it working in V4. From here it all looks great. Thinking about picking it up.. Cheers Darren

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..

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...

I just put up a quick how to in the post in the 747 forum...

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.

Thanks figured something was wrong. Great work on the 747-8!

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

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.

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.

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.

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...

Great little scenery they got it spot on..we visited Fairbanks a year ago they even put in the two mini boneyards...nice work!

Technobrains haneda RJTT is out at SimMarket...working fine in V4 hope to see Kansai and Naha now!