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Emanuel Hagen

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Everything posted by Emanuel Hagen

  1. PMDG includes one with their addon, please check their documentation for details.
  2. Hi, wenn Du ORBX Global Vector hast schalte bitte die Vector Dateien für EDDS aus, diese sind fehlerhaft.
  3. Hi Claus, hast Du die Nachrichten vielleicht einfach in den P3D Einstellungen ausgeschaltet? Schau dort mal, ich glaube da gab es eine "top right corner" Option oder sowas ähnliches.
  4. No worries Stephen, we all know how excited you can get when there's a new version released and how easy it can be to forget things. One thing is clear, even if there is a warning in the installer people will still not do backups and come and complain lol
  5. We'll raise your concern with the developers, I agree just a message in the forum might be missed by some users.
  6. I can only comment from my real life experience with the CFM56, not on an A320 though. In my airline we do a takeoff config check before we start taxiing where we push the thrust levers all the way to the forward stop and pull them back again in order to trigger the takeoff config warning to find out if we forgot anything. Doing this in other CFM56 simulations I always see the engine running up to about 40%, in real life they will hardly start to react, mostly not even react at all. Jet engines are very responsive at low altitude and thrust settings typically seen during approach, usually they react almost instant (say around 60%N1). In ground IDLE or at very high altitudes and lower thrust settings (below about 70% N1) you get almost no reactions though. I am yet to see an addon which would represent this behaviour really well. The stable call at 40/50% N1 is really a lot more meaningful in real life than it is in flight sim at the moment, even considering the highest end addons currently on the market.
  7. Sounds quite believable however, especially if you did not have calm winds and zero turbulence. I was quite surprised how "bad" autolands can be in real life when I started flying airliners. They get by far not as close to what a pilot can do. And this is still talking about calm conditions with only a couple of knots. Keep in mind what autolands are build for: Foggy conditions with bad visibility and low cloud bases. Those are usually associted with calm winds, else the fog could not develop. If you have a very low cloud base and strong winds you would rather fly a monitored approach in real life than an autoland. I do not want to know what it would look like getting close to the operational limitations listed in the LVP checklist in the QRH or the Limitations in the FCOM. It sometimes really can smash it down onto the runway, a soft landing is not the goal of the system, the goal is to get the aircraft where it should be: In the touchdown zone, on speed and on centerline. And it will do everything it needs to adchieve these targets. At the end of the day it just remains what it is: A dumb computer which has to be closely monitored by the pilots. It is not a replacement for the pilots and it'll take decades, if not centuries, until it might become one. FIrst of all make sure to use it only when it's within the prescribed windlimits from the FCOM. If there's too much turbulence I wouldn't use an autoland either, those AP's just aren't trustable enough. If it actually deviates from the limits there is just one correct action: Go around! (or even better: Recover manually before it exceeds the limits)
  8. It can be quite normal for engines to respond rather late when they are in ground IDLE. Sometimes even a couple of seconds, maybe even 5. 10 seconds sounds quite long though, is this a number you guesstimated or you measured? 5 would sound normal, 10 a bit too much.
  9. It was indeed considered but when we did a poll here in the forums to check for customers interest the majority voted against an EFB.
  10. Try settng the parking brake or put the chocks in place. In your picture it seems neither is the case.
  11. We would simply not know any way how a scenery could infuence the interiour lights of an aircraft. Also there are thousands of others who flew the PMDG 747 in and out of our Heathrow without reporting the issue. If it was an issue caused by our addon more users should see it. Therefore I'd rather suspect a tweak done to your simulator to take influence here. Tomato would be my first suspect.
  12. Hi, I'd not be aware how an airport could cause the dome light of the 747 to fail in certain angles. Tomato might seem like the more likely source here. Have you tried removing tomato to see if the same happens without it? This sounds like dynamic lighting indeed. It is unfortunatey not as dynamic as we'd like it to be as you can even see in your screenshot since it does not take any walls into account and simply lights everything up that faces the lightbulb. As long as most of the parts of your flightdeck are position "backwards" to the lamp they will not be lit.
  13. It works fine with a manual installation though if I remember that correctly from like a year ago. Correct me if I'm wrong.
  14. Hi Quentin, you'd have to find the texturefile containing the pilots texture and exchange the previous pilot with your picture. I believe in the 32bit version it was located in the Simobjects/Airplanes/AIrbus_Fallback (or similar) folder. That's the place you need to start looking.
  15. Hi Artox, soetwas wird normalerweise gemacht weil die Radien um die herumliegenden Parkpositionen sonst zu Überlappungen führen würden und damit AI Flugzeuge miteinander kollidieren würde. P3D kennt intern nur die Abfrage der Größe der Parkposition und stellt dann entsprechend Flugzeuge auf sie drauf. Wenn sich diese aber überlappen, würden die Flugzeuge kollidieren. Um das zu verhindern müsssen Entwickler dann manchmal zu solchen Tricks greifen und die Größe der Position verkleinern, damit es nicht zu Kollisionen kommt.
  16. Yes, they will work if installed correctly. See the guide in the respective subforum.
  17. Hi Jason, did you put the fuel in on the INIT B page?
  18. Derzeit gibt es kein Upgrade, als die P3Dv4 Editionen veröffentlicht wurden gab es für eine begrenzte Zeit einen Upgradepreis, dieser ist aber ausgelaufen, weshalb es jetzt nurnoch das Upgrade zum Vollpreis gibt.
  19. Hi Claus, ein offizielles deutsches PMDG Forum gibt es nicht. PMDG bietet nur englischen Support. Du kannst natürlich gerne in unserem Forum posten und wir helfen so gut es geht.
  20. The step by step guide explains TOGA LK, basically you pulled the nose up too fast (you should rotate about 2-2.5°/sek which equals one "line" on the ADI per second). Therefore you got too slow and to counteract it the Airbus applied full thrust and locked it. That's TOGA LK in easy words. The manual gives you more details.
  21. Kiesel, freedom of speech does not apply to privat company forums like ours. This forum is part of our marketing and while everyone is welcome to post here everyone will have to respect our rules in here. Your lawyer will (for quite a fee) tell you the same.
  22. Hi Mike, what is your FMA showing in such a situation? The FMA tells you what the Airbus is doing, not the position of the levers. If you for example overrotated and entered TOGA LK mode and the Airbus enters VS mode because you selected the new altitude to late, then you could have created a situation where you will slowly run towards the overspeed. The FMA will tell you exactly what's going on.
  23. The MCDU calculatest the angle resulting of the speed entered for descend using IDLE thrust, taking into account any restrictions in the F-PLN page. If you want to calculate your descend manually make sure to use a sensible distance. Using the direct distance you get from the PROG page is not always the best idea. What we do in my airline is to make modifications to the FPLN without executing/inserting them, that way the computer calculates predicted crossing altitudes. We then enter one of them as a hard altitude in the flightplan after erasing the temporary plan again. This way we get a good usable VNAV path from the FMC while maintaining the whole arrival routing in case ATC needs us to fly the whole procedure. While we descend down we periodically update those estimation based on new info from ATC, etc. Example: Arrival at Hamburg for an ILS23 via the NOLGO23 transition. Assuming there is not a lot of traffic expected at the estimated time of arrival I would enter a direct from DH611 to PISAS and a speed of 185 at PISAS. This gives me about what I expect to get lateron from ATC. The FMC will then predict new altitudes backwards on the arrival. Let's say it would predict NOLGO at FL80. I would then erase the modifications we have just done and afterwards enter NOLGA at FL080 which I then execute/insert. Now the VNAV will bring us down "on profile" for the expected shortcut while we still have the whole transition in the box in case we do not get the shortcut. This is just a general procedure which works at most airports and arrivals. Of course occasionally you will have to fly a longer track which means you'll use up some more fuel because you have been lower, but better you're too low than too high. If you still want to calculate it in your head I use this way: Altitude x 3 + 1NM for each 10kt IAS above 200 +/- 1NM per 10kt head/tailwind. This gets you down quite well. But here again, make sure to calculate with some sensible info. If you're coming in from the wrong side and have to fly around the airport there's no sense using the direct distance from the PROG page (or the FIX INFO page) as you will fly at least another 25NM.
  24. Hi, thanks for the report, I forwarded it to our sales team to be checked out.
  25. Der magnetische Nordpol wandert im Jahr um mehrere hundert Kilometer, damit ändert sich dei magnetic heading. Da die Runwayrichtung in Degrees Magnetic angegeben wird, ändert sich somit die Ausrichtung real langsam, meistens ein Grad alle paar Jahre. Nach vielen Jahren kann das sogar dazu führen, dass sich damit die Runwaynummer ändert, da der neue Runwayheading gerundet zur nächsten Nummer gehören würde (so geschehen zB 2010 in EDLD. Am besten schaut ihr für die aktuellsten Zahlen in die NavDataPro oder Navigraph charts, denn diese sind das aktuellste Material für die Flugsimulation. VATSIM updatet die Karten soweit ich weiß nicht monatlich, sondern nur wenn es größere Änderungen, wie SID Identifyer, etc. gibt. Hier sei allerdings angemerkt, dass diese Zahlen nichtmehr zwangsweise mit dem Simulator übereinstimmen müssen, da dieser nicht immer 100% tagesaktuell ist.
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