killthespam

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About killthespam

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    Intel Core i7-8700K @4.8 GHz, Nvidia GTX 1080 Ti, Samsung 850 Evo 500GB, G.SKILL Trident Z DDR4 3200 64GB,WIN10 PRO 64

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  1. Yes! I understand you already filed the problem? Something strange happened during update, not the first time. No matter how much attention is dedicated sometimes some issue will pop up. Unfortunately every developer will have this problem. Keep up the good work.
  2. sekkha, I would like you to check again the following please: See if on early DES after you pushed the ALT knob that the airplanes autothrottles go into throttle hold (THR HOLD) mode on reaching the 1,250 fpm descent rate to permit the pilot to readjust the throttles to change the rate of descent. On intersecting the original descent path, the vertical guidance function captures the computed vertical path for the selected mode of descent and continues the descent in VNAV PTH. PMDG on the 400 did a legacy FMC (today you can find 2 FMCs on the 400, legacy and NG (new generation). It should work as advertised, also check the FCOM VOL2 DESCEND portion. If is not working as described something definitely went wrong. I cannot check anything before tomorrow night, but there are lots of people that can check this issue very easy not so complicated.
  3. Dan, Please check your PM on the other side.
  4. 1 is a well known problem for 400 and -8, will modulate pretty hard and during real ops we don't use it. All the operators train pilots not to use 1 (just for the grabbing issue) , 2 and 3 is the most used or whatever you get from performance (ACARS) data. Unfortunately there is lots of wrong information around. As for the other settings for the brakes to release during reverse thrust at high speed it's only if you do it or, a malfunction.
  5. No problem Dan, https://www.dropbox.com/s/cavf1l6nliodkra/Screen Shot 2018-10-13 at 3.22.29 PM.png?dl=0 I will contact you on the other forum and give all the books you need. Give a few hrs please.
  6. That is 100% correct, SOP is at 80 KTS PNF will call "80 KNOTS" and PF starts getting easy out of reverse slowly to be @ 60 kts idle reverse or stow them based on conditions. Re: For normal operation of the autobrake system select a deceleration setting. Settings include: • MAX AUTO: Used when minimum stopping distance is required. Deceleration rate is less than that produced by full manual braking • 3 or 4: Should be used for wet or slippery runways or when landing rollout distance is limited • 1 or 2: These settings provide a moderate deceleration suitable for all routine operations. The above statement it's a quote from the Boeing training manual which you not aware of it? And by the way internally during development that was available for everybody as a reference.
  7. Sekkha, I hope this will bring some light to your concern: Automatic Brakes Use of the autobrake system is recommended whenever the runway is limited, when using higher than normal approach speeds, landing on slippery runways, or landing in a crosswind. For normal operation of the autobrake system select a deceleration setting. Settings include: • MAX AUTO: Used when minimum stopping distance is required. Deceleration rate is less than that produced by full manual braking • 3 or 4: Should be used for wet or slippery runways or when landing rollout distance is limited • 1 or 2: These settings provide a moderate deceleration suitable for all routine operations. Experience with various runway conditions and the related airplane handling characteristics provide initial guidance for the level of deceleration to be selected. Immediate initiation of reverse thrust at main gear touchdown and full reverse thrust allow the autobrake system to reduce brake pressure to the minimum level. Since the autobrake system senses deceleration and modulates brake pressure accordingly, the proper application of reverse thrust results in reduced braking for a large portion of the landing roll. The importance of establishing the desired reverse thrust level as soon as possible after touchdown cannot be overemphasized. This minimizes brake temperatures and tire and brake wear and reduces stopping distance on very slippery runways. The use of minimum reverse thrust as compared to maximum reverse thrust can double the brake energy requirements and result in brake temperatures much higher than normal. After touchdown, crewmembers should be alert for autobrake disengagement annunciations. The PM should notify the PF anytime the autobrakes disengage. If stopping distance is not assured with autobrakes engaged, the PF should immediately apply manual braking sufficient to assure deceleration to a safe taxi speed within the remaining runway. Basically reversers to a certain point modulate the AB pressure to a certain point, unfortunately not enough space and time to elaborate. And yes this function was developed accordingly within the flight simulator capabilities.
  8. killthespam

    Derated Take Off Options

    Dan I'm sorry, You have a complete wrong information. 90% we always use assumed temperatures, assumed temperatures combined with D-TO1 X D-TO2, D-TO1 X D-TO2 and very rare TO. This issue as Michael pointed out was discussed many times internally. These t.o. calculations are very complex and many airlines even they have on their 744 and 748 EFBs this function might be available. Usually 90% when they release you, on your paperwork package you will have that information available or they will ACARS you the final data.
  9. killthespam

    Chemtr...er.. contrails on the ground?

    Unfortunately the same issue here https://www.dropbox.com/s/339yyub9m8vrfe7/WING CONDENS.JPG?dl=0 And this is the wx @ JFK https://www.dropbox.com/s/afig0mvpn06njsb/WX.JPG?dl=0 Sorry on P3D latest version. Log text: secure.oldprop.com ipc://OldPropIMM/UriHandler Couldn't get remote UriHandler object. {"status":"success","imv2SessID":"xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx} {"isUpdateAvailable":false,"status":"success"} {"isUpdateAvailableAsset":false,"status":"success"} {"isUpdateAvailableAsset":false,"status":"success"} {"isUpdateAvailableAsset":false,"status":"success"} Populating Simulators Starting Aircraft CFG scan Getting/Scanning aircraft for P3Dv4 Done with P3Dv4 scan with 400 vehicles Registring to Process Notifications Setting Window Position Window Position Set to 0, 0 Initializing Loop Initializing Effects Manager Loading module C:\Program Files (x86)\OldProp Solutions Inc\Immersion Manager\Libraries\11.dll Activating Module Configuring aircraft.cfg Validating E:\PREPAR3D V4.3\SimObjects\Airplanes\PMDG 747-400\aircraft.cfg Reading CFG file of E:\PREPAR3D V4.3\SimObjects\Airplanes\PMDG 747-400\aircraft.cfg Validating E:\PREPAR3D V4.3\SimObjects\Airplanes\PMDG 747-400BCF\aircraft.cfg Reading CFG file of E:\PREPAR3D V4.3\SimObjects\Airplanes\PMDG 747-400BCF\aircraft.cfg Validating E:\PREPAR3D V4.3\SimObjects\Airplanes\PMDG 747-400D\aircraft.cfg Reading CFG file of E:\PREPAR3D V4.3\SimObjects\Airplanes\PMDG 747-400D\aircraft.cfg Validating E:\PREPAR3D V4.3\SimObjects\Airplanes\PMDG 747-400ER\aircraft.cfg Reading CFG file of E:\PREPAR3D V4.3\SimObjects\Airplanes\PMDG 747-400ER\aircraft.cfg Validating E:\PREPAR3D V4.3\SimObjects\Airplanes\PMDG 747-400ERF\aircraft.cfg Reading CFG file of E:\PREPAR3D V4.3\SimObjects\Airplanes\PMDG 747-400ERF\aircraft.cfg Validating E:\PREPAR3D V4.3\SimObjects\Airplanes\PMDG 747-400F\aircraft.cfg Reading CFG file of E:\PREPAR3D V4.3\SimObjects\Airplanes\PMDG 747-400F\aircraft.cfg Validating E:\PREPAR3D V4.3\SimObjects\Airplanes\PMDG 747-400M\aircraft.cfg Reading CFG file of E:\PREPAR3D V4.3\SimObjects\Airplanes\PMDG 747-400M\aircraft.cfg Validating E:\PREPAR3D V4.3\SimObjects\Airplanes\PMDG 747-8\aircraft.cfg Reading CFG file of E:\PREPAR3D V4.3\SimObjects\Airplanes\PMDG 747-8\aircraft.cfg Validating E:\PREPAR3D V4.3\SimObjects\Airplanes\PMDG 747-8F\aircraft.cfg Reading CFG file of E:\PREPAR3D V4.3\SimObjects\Airplanes\PMDG 747-8F\aircraft.cfg Done setting up aircraft.cfg file Module activated Getting Running Simulator Found sim process in e:\prepar3d v4.3\prepar3d.exe Starting Pipe Server Connected to Prepar3D --- Simulation Stopped --- Simulation Unpaused Prepar3D has exited SimConnect Instance Disconnected SimConnect Instance Disconnected SimConnect Instance Disconnected SimConnect Instance Disconnected SimConnect Instance Disconnected SimConnect Instance Disconnected SimConnect Instance Disconnected Process stopped: prepar3d.exe
  10. killthespam

    Boeing 747-8i Paint Schemes

    Matk, Yes there is AF1 but no BBJ. https://www.dropbox.com/s/lxrx8fa4k16hsr5/AF1.JPG?dl=0
  11. killthespam

    PTA vs Tomato Shade

    very nice indeed, thank you.
  12. killthespam

    PTA vs Tomato Shade

    Good day, Can anybody elaborate on differences between the two (except one is free and the other one require to be purchased). I'm a PTA (purchased) user, mainly I'm interested which one is less demanding on resources, I hear that PTA will kill some FPS. Also it appears to me that Tomato S has a few more options. I would appreciate any comparison between the two, thanks.
  13. killthespam

    747-400 Over banking

    Gents, I would take a different approach on this as to ask the question "explain what is extreme banking, how many degrees?" versus speculations, we don't have any concrete data and try to troubleshoot. Can we have some pictures of ND, PFD and MCP when that occurs, that will make it somehow easier for starters. Also "I have reduced the angle to minimum and even set it to auto but to no avail" there are specific modes where it will work or not. As to like LNAV engaged or HDG select. You know, a picture is worth a thousand words.
  14. killthespam

    PMDG 747-8

    Apparently testing is going on also for FSX, Chris and Kyle knows better.
  15. killthespam

    World/cockpit scale in P3D v4.3

    Unfortunately Boeing 747-100-200-300-400 and -8 have cramped and noisy cockpits, despite the size of the airplane. It's not PMDG's fault.