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lefteris

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About lefteris

  • Birthday 01/01/1970

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  1. Gents- I'll keep an eye on this thread and I'll be talking to Pete about this as well...
  2. Pete- I think everyone's calculating this instead... you're doing enough work as it is, so we don't ask for more if we can do it on our own :-).
  3. I'd welcome Stewart (or anyone else for that matter) to take a look in our forum - we have posted various "sticky" notes regarding our FSX plans - one of them can be found under the title: "PMDG General Progress Update 12FEB07 (reposted)" Best,
  4. Gents- I flew Jordan's scenario with no problems whatsoever. I can't reproduce this issue he noticed at all. In my mind, 3.708 runs fine.
  5. "weird programming" eh Pete? ;-) Well, we use what we can, to simulate three radios (in fact a 747-400 has four - two ILS and two VOR), rather than the two that Microsoft allow in their code... as such, we use the MS NAV2 radio for both VOR1 and VOR2 with some clever tweaking and toggling that's going on. NAV1 is used for ILS only. So, you understand that when the NAV2 info was bugged in your tables, it caused both VOR1 and VOR2 to work incorrectly. Anyway - that was just a simple "FYI" - no worries now with 3.708.
  6. I doubt it, Pete, but I can't vouch for Ron - I don't really know him personally... If I were the author, I clearly wouldn't mind, provided you quoted me. Also- you could look this stuff up on Google - there are plenty of similar explanations on there as well about it.
  7. Good question -- I assume it is meaningful to those who understand what N1 and N2 and so on really are. The descriptions are as provided to me by such an expert. Perhaps I should have asked for a definition, but I assumed anyone who was likely to want to use them would also understand what they meant. And it all happened at a time when I was extremely busy. Can you tell anything by looking at the values? Regards, Pete Gents- Ron Freimouth has this to say in one of his tutorials: "* CN1/CN2 are 'Corrected N1/N2' The panel gauges indicate N1/N2. N1=CN1*Sqrt(TAT/288). Where TAT is Stagnation Air Temperature in degress Kelvin. C deg = K-273. Note 288 K is 15 C, the standard reference temperature. Since temperature is low at cruise altitudes, N1/N2 are about 10% below CN1/CN2 at cruise conditions."
  8. This depends on the type of pitot tube. There are those with a little hole in their back to allow dynamic pressure to fall to zero, so that such "frozen" indications are not displayed. As such, your statement above is only correct for the simple-type tubes.
  9. And for those of us who didn't know what a "Hall Effect RVDT" is, I found this link which may be of interest: http://www.micronas.com/products/overvi/index.php
  10. James- that was just too funny... ;-) I really think you meant a Winsock event... ;-)
  11. Gents (and Katy? ;-) ) We at PMDG have made a very earnest effort to address all such external hardware requests. I am working actively with Andrew Mc Lean to get our aircraft working with the MCP747, as Andrew has been kind enough to send me a sample of his hardware, for development & testing purposes. We have also been contacted by Mike Altman regarding the PFC hardware, however everytime I replied to him, my reply went ignored or unanswered (don't know why - I know he receives the emails, as I never get any bounce-back about it). The Go-Flight hardware developers, on the other hand, have never attempted to contact PMDG or me personally, so I have no clue about that. I can ONLY provide responsible and forthcoming help and support to those hardware vendors who are willing to provide me with test hardware to work with - it's unfortunate, but without working hardware, I cannot program something that "might" or "might not" work correctly. Hope that everyone understands PMDG's position on this one! :-) Best regards,
  12. Pete- just a small clarification: IPX/SPX works beautifully on XP, but you have to have WinXP Professional - it's not supported on XP Home. Cheers,
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