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Marenostrum

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Posts posted by Marenostrum

  1. Posted

    When The flight is completed and I am at the gate for the turnaround, if I check my position I often see that the GPS and IRS are not exactly the same. 

    The difference tipically is very small.

    the question is, in real world is there a maximum discrepancy after that you have to realign the aircraft position? Or is it done only in  the cold and dark startup?

    thank you

  2. Posted

    9 hours ago, crosswind said:

    There really isn't any silence, the forum simply is not up and running, and the Facebook page has advised that the AVSIM forum be used in the meantime.

    Thank you Crosswind...good to know and happy that Majestic is  here and alive.

    I did not see the announcement in the Facebook page, so my fault, nonetheless if you annouced that you were going to use the AVSIM forum in this period, I personally would have written a specific topic here. 15 days + without a word for an active forum like the Majestic forum to me is a sort of silence. 😉.

     

     

  3. Posted

    2 hours ago, nas123 said:

    Try SmartStarter wMapLog to save your flights. It is easy to restart flights both from SmartSarter itself of from i.e. Little NavMap or Google maps.

    Sorry NAS,

    The only information I found in the WWW by googling SmartStarter is a post written by you in AVSIM and an Australian site about "Smart Start with PMP" is a unique Australian Perceptual Motor Program for five to seven year olds. that I suppose it is not the correct link.

    Where is this app visible?

    Thank you

  5. Posted

    2 minutes ago, Ephedrin said:

    Yes that could be the problem. I can‘t tell about v4 but the older versions really didn‘t like to run in the background for a longer time.

    I do not minimize them, I just work on other things on the 4th screen leaving the sim screen maximized...but I think P3D does not like also this way.

  6. Posted

    22 hours ago, downscc said:

    Stefano, also note that the derate/flex thrust and derated climb variables "wash out."  The derated thrust last until thrust reduction after takeoff, and the derated climb washes out at either 12000 or 30000 depending on airline option.  The derated climb does not affect climb speed, which is affected by CI.  The derated climb means your are lighter and don't need as much thrust to achieve target rate of climb.  As Kevin explained, apples and oranges.

    Thank you Dan,

    My understanding from the FCOM2 manual was that both CLB 1 and CLB 2 are "maintained for the initial part of the climb. Thrust eventually increases to maximum climb thrust by 15,000 feet".

    Nonetheless, I cannot remember where, I think I read also that the CLB 1 and CLB 2 derate wash out at different altitude...but I cannot find the source.

  7. Posted

    2 hours ago, Ephedrin said:

    it was just my example. Most if not almost all crashes happen due to issues with addons. A stock P3dv4 will not crash as long as your computer doesn't have issues itself. 

    Sure, it is a good example, considering that I use ORBX and I I have to be careful with the sliders setting to avoid the risk of OOM. 

    I think that the reason is due to a RAM/CPU overload, caused by me, doing too many other things in the cruise phase. I did two average (3hrs) flights paying attention in not clicking too much the PFD and ND popup and without doing other things. I had no issue.

    Now I am flying in USA with the ORBX scenery and I see the difference in fps when I approach a big city/airport but paying attention I did not have a P3D crash.

  8. Posted

    yesterday I flew for about 3 hours without any crash...I simply tried to pop up very few times the PFD (First officer...not captain)..and the ND,

    I saved the flight only before the TOD.

    I do not have FSDT, so it  cannot be the reason.

    I am slowly testing...I will see.

  13. Posted

    Now that I have disabled the PROATC autosave I have no more the issue ot the micro stop&go exactly like other users having the autosave option in FSUIPC

    But if you say that the autosave of FSUIPC does the same of the manual save (in term of variables stored), which is the difference? 

    Is it a matter of how many autosave? If it is so, I could reactivate the autosave with a saving each, should we say, 1 hour or half an hour (not 10 min)

    What is your opinion?

     

  15. Posted

    16 minutes ago, costamesa said:

    I think -and I underline "think"- derated take-off and climb modes are engine modes whereas CI is related to fuel management.

    CI is 

    CI =(Time cost in $/hr)/(Fuel cost in cents/lb)

    So yes...it is about fuel management...in the sense that if I choose  a LOW CI I am telling the FMC that the Fuel costs have an high impact compared to the other costs (speed in CLIMB will be lower...and the climb will be more steep to take the plane at the cruise altitude asap, I will save fuel...but the overall flight time will be longer).

    On the contrary if I tell the FMC that the cost index is HIGH I am telling the contrary: the fuel cost has low impact in the overall costs (the CLIMB speed will be higher and the CRUISE altitude will be reached later...but the overall flight will be shorter in time).

    Chosing the CI is like to tell the FMC to decide the speeds during the three phases...that means (in my confused mind) that the FMC will have to choose the thrust setting to achive the correct speed.

    But when I set different options in the N1 page I am affecting them too. This is the reason of my confusion. I see a sort of interference between a choice of the CI and simultaneous choices of the N1 settings page.

     

  17. Posted · Edited by Marenostrum

    There is something that I miss and you can better explain me.

    the CI setting impacts (indirectly derived by its definition) the speed during the CLIMB, CRUISE and DESCEND phases.

    So when I set a specific cost index in the FMC I am telling it how I want the speed to be managed in those phases.

    But when I have to choose the N1 limit variables choosing the DERATE and the CLIMB type, am I affecting the desiderd cost index too or are they two uncorrelated concepts. If yes...why?

    In other words...may I choose a CI 0 or 500 (for the 737 NGX) whatever CLB and DERATE I choose in the N1 limit page respecting the CI set?

  19. Posted

    Since some days that I get an error trying to open the Majestic forum page.

    Is the forum down?

    I cannot access it either by my saved link nor clicking the foum link of the official Majestic website.

    Please, if you can access, post here the same link...I will try again,

     

    thank you

    Stefano

  21. Posted · Edited by Marenostrum

    I need your help:

    During "long" flight, should we say after about 1.5/2 hours flight, P3D starts to have a sort of short stop&go.

    After few seconds the simulation starts again. It is like a small PAUSE of few seconds.

    During the flight I have a stable 32 fps.

    If the flight has to conitnue for another hour, the issue comes up again and becomes more critical: pauses are longers.

    Eventually P3D crashes and I have to resume it.

     

    I have checked VAS with Proces Explorer and when the issues started I had 2.4.GB of memory usage...so not so bad.

    I do not have this issue with another complex airplanes.

    My hardware: P3D3.4. win10.  I7 7700k 4.2ghz. 16GB. Nvidia1070gtx. 3screens x sim + 1 for services (fmc undocked)

     

    Any idea?


     

  22. Posted · Edited by scandinavian13

    Great explanation Simon: clear and simple!

    now, back to the 737 pitch during the approach phase

    Here is the table I have to consider (PI.30.43 in FCOMv1)

    Here I have the pitch as reference and not the AOA.  How to relate them, if possible?

    Eg in the flap40 pitch is negative..I expect AOA to be positive

    More than that, reading on the PFD a difference pf pitch of 1 or 2 is not so easy: reading an angle of AOA is ,on the contrary, easy and more precise ( it is written with a .decimal precision)

    So what have I to monitor? and if it is the AOA, where is a table like the one below?

    Thank you

    [MOD: Don't post pics of copyrighted docs, please.]

  24. Posted

    13 hours ago, downscc said:

    Exactly, the SR71 operated in the corner of the flight envelope they call "coffin corner."  Up around 70,000 ft it had about a 10 kt window to operate within.... and the excitement began when an engine stalled.  Those guys earned their flight pay.

    Sure!

    There are so many interesting things around this "aircraft" (probably it should be necessary to create a new name for this strange incredible bird) 

    there are some interesting video on youtube and an a long interview to Richard Graham (a famousSR71 pilot).

    sorry for the off topic...consider it a tribute to that incredible airplane.

  25. Posted

    45 minutes ago, Ephedrin said:

    Dan,

    Assuming that the wing‘s profile is parallel to the fuselage isn‘t the AoA the same as the pitch in level flight? 

    Or in other words, the difference between angle of attack and nose up attitude is always the same in level flight. 

    Of course, when climbing the pitch is higher than the AOA as the pitch relies to the horizon and the AoA to the airstream. But assuming an economically ideal climb the difference between pitch and AOA is around the same 2-2,5 degrees for „typical“ aircraft.

    Isn‘t that correct? Or am I off the track?

    After that Kyle and Dan pushed me to study it...my understanding is that, by definition they are two different angles.

    Pitch  is the angle between the front/back axis of the wing and the horizontal "ground"

    AOA  is the angle between the front/back axis of the wing and the direction of the aircraft motion

    Yes they should be similar in many flight situation but I think they could be really different depending the aircraft design and scope (think the military aircraft)

    Did I correctly understand?

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