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Emanuel Hagen

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Everything posted by Emanuel Hagen

  1. That's hard to judge from that picture alone. While we can see that there is some rain inserted we can not judge its intensity. If you fly into it Active Sky might give you violent turbulence or just nothing. You just can't tell for sure because the full weather you will encounter is not injected into the simulator until you are actually in it.
  2. As for the performance prediction you would just take a variable wind as a direct tailwind, for the FMC, as long as it is less than 5kt you can simply leave the field blank. You might want to update it if the tower gives you a steady wind when calling, if it's still variable at that point you can simply keep it empty.
  3. So that's why the Turkish are always taxiing that slow... at once when I had a Turkish in front of myself the captain and me were already wondering and making jokes that we wouldn't even know how to taxi that slowly, even if we wanted... they must have mastered the thrust settings needed for those 90° turns into the gate at 1-2kt This is actually part of the reason why my company pays per scheduled block hour and not per actual.
  4. Die LAND 3 Anzeige betrifft nur die Boardsysteme und zeigt den Status, den der Flieger kann. Mit der verfügbaren Kategorie des ILS hat das nichts zu tun. Wie es gleichzeitig zu LAND 3 und NO AUTOLAND kommen kann, kann ich leider nicht sagen, da ich mich mit der 767 nicht auskenne. Da hilft wohl eher das FCOM. Eine Abweichung um ein paar Meter kann es immer mal geben. Letztlich sind Flugzeuge auch nur Maschienen und Maschienen sind nicht perfekt, sondern müssen vom Menschen überwacht werden. Aus gutem Grund
  5. That's definitely a VATSIM myth. There is no 20kt limit in real life.
  6. Does it work at 40%? With 30% it might not work in the real aircraft either. At least in mine (different aircraft, same engines) 30% would by far not be enough to accelerate beyond 30kt unless you got time to spare... loads of time! How "suddenly" does it stop? Could you send us a small video to show exactly what you mean? Do you notice any abrupt change on the speed trend vector during acceleration for takeoff? This could be an indication there is something generally wrong here. Believe me, it does. Because we make it stop
  7. With sufficient thrust you surely can taxi faster. 40% or higher can be quite normal to accelerate to these speeds. How much thrust do you usually use for taxi?
  8. What is a "normal" taxi speed for you? In least in my airline anything beyond 30 is prohibited unless backtracking an active runway where you can go up to 50kt. Anything beyond about 34kt would even trigger an alert sent to the airline for which you can get into serious trouble. There is no thing like "high speed taxi approved" in real life, that's a VATSIM thingy. For sure it doesn't exist in Europe in real life. You can always go up to 30kt unless there is a legal limit specified on the charts. ATC may ask you to expedite taxi but even then, in my airline it's not more than 30kt.
  9. If they inject the weather directly then yes, you would see turbulence on the radar. Best to ask them how they do it. If it's in the sim it will be on the radar.
  10. Man kann allerdings auch auf einer CAT I Runway ein Autoland machen. Nur sollten die Sichtbedingungen ausreichend sein, dass man unter dem CAT I Minima einschätzen kann, ob der AP noch richtig arbeitet. In den allermeißten Fällen tut er das auch. In meiner Firma würde das zB bei einer Pilot Incapacitation gemacht, um die Workload des verbleibenden Piloten zu reduzieren. Wenn dann wirklich keine CAT III Runway in der Nähe ist, oder aus anderen Gründen ein Flughafen mit einer CAT I Runway zu bevorzugen wäre, würde man das zB machen. Wie gesagt, solange Localizer und Glide Slope korrekt angezeigt werden, kann das Flugzeug eine Autolandung machen. Ein Video des OP würde hier mehr aussagen, als tausend Wort oder Diskussionen, da wir nur so sehen könnten, was genau schief ging.
  11. Für das Flugzeug macht es keinen Unterschied, ob das ILS CATI, II, oder III zugelassen ist. Solange die eingehenden LOC und GS Daten gut sind, kann der Flieger in jedem Fall einen Autoland machen. Nur ist bei einem CAT I ILS eben nicht garantiert, dass LOC und GS auch unter dem Minimum korrekt senden. Was das Setup angeht gibt es für den Piloten nur zwei Unterschiede: Es wird das Radio Minimum anstelle des Baro Minimums gesetzt und für einen Autoland muss spätestens bei 800ft RA der zweite Autopilot eingeschaltet sein. Ansonsten ist die Bediehnung des Flugzeuges die selbe, egal ob CAT I oder III geflogen wird.
  12. Looks like your screen resolution is not very big. You might have to turn your anti aliasing up to decrease the effects of your resolution being rather low.
  13. Please contact Dovetail games. The files Aerosoft provided them did not have such a printing protection, it was added by them. They need to provide you these files without the printing protection.
  14. Add to this that you have to encounter some very specific circumstances for the brakes actually to start smoking. The aircraft has to be near the maximum takeoff weight, reject very close to V1, etc. I've done a couple of rejects flying "the line" in the PMDG's, which simulate the brakes glowing red if they get really hot, and never I even got into that range. Let alone smoking brakes, melting fuseplugs, etc. It might be simulated in those aircraft, but even though it is and even though I did some RTO's, I've simply never encountered entering that range as it is the absolute extreme of an already very unusual manouver.
  15. That is not quite right Patrick, if done right a hand drawn groundpoly will look at a LOT better than photoreal. The developer simply has to put a lot of time and effort into it. Photoreal is very limited since the pictures are taken from high altitudes and therefore limited in their resolution. If a developer tells me about a 1cm/px resolution the first thing I'm asking them is: Is that the resolution of the groundpoly or of the photo you used for it? The recent trend I see with many developers is to use a quite blurry photoimage and then to paint some details on them. Looks rather bad if you ask me because the difference is easily visible and, at least for me, ruins the whole feeling and immersion.
  16. Sorry, no support given for the competition here.
  17. Your comment could easily be misunderstood, that's why mopperle answered the way he did. You might not have meant it that way but since written speach misses all non verbal clues you'd normally give in real life it is very easy to misunderstand, not to see irony, etc. Don't take it personal, just like I never took your comment personal because of the above mentioned issues writing in a forums. Regarding the documents you read, what exactly is a "normal" flight though? Airbus can give you the numbers of certain states of flight, however if you're kept high and need to catch up with the path you won't get anywhere following these numbers.
  18. If you manage to crash in 10.000ft then yes. If you're an extraordinary talent and smash it into the ground like that you can be sure it is a controlled crash. As a good old aviator saying says: The trick is, to crash in a controlled manner. The landing is good if you can walk away from it, it is perfect if you can reuse the plane.
  19. The descentrate will never bother the passengers. Deck angle and the rate at which the cabin altitude changes might, however it is a myth that the actual climb or descent rate would affect passengers. I regularly use at a deck angle of -5° and 5000fpm descent rate if I'm really held high and as long as the cabin altitude doesn't change too rapidly the passengers won't even notice. If your cabin is climbing or descending at 1000fpm, that the passengers will notice and complain about but what the aircraft is doing does not really matter to them at all.
  20. Do you mean this one? I don't see anything wrong with it.
  21. Ja, da hat jemand einmal zu häufig den Anker geworfen (und damit meine ich nicht das CRJ Projekt)
  22. Of course it depends on what rate is refered to. A rate of -400 can be normal depending on conditions while -700 as Eduard listed is too much. Well, it can happen, but it's rare. On the retard, keep in mind guys, it is a reminder, not a rule which is set in stone. Depending on conditions it might make sense to retard the thrust levers earlier or later. In real life on the jet I fly I personally find it can help a lot to smooth the landing out if you keep the thrust on a bit longer, if you're really low on energy all the way to touchdown (reduced of course, not the full ~60% the CFM56 normally gives you on approach. It's all a very dynamic situation and having the right feeling for the aircraft is crucial here.
  23. Maybe, let's wait until we get closer to release to see how things are progressing and whether it can be integrated immediately or whether it would hold up the project and thus rather get part of a service pack.
  24. If you want something for this summer I'd rather suggest you to go for the 747, it is a magnificant aircraft! Keep in mind though that in order to use the PMDG 747-8 you need the -400 base pack. You can get both of them in our shop:
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