http://members.verizon.net/~vze3b42n/newhsi.tar.gz
actually works form mozilla if you right click on the link and then in
the drop down menu select Save link target as then click save.
But for some reason it does not work with the mozilla download manager.
Actually, I've been using wget
http://members.verizon.net/~vze3b42n/newhsi.tar.gz
actually works form mozilla if you right click on the link and then in
the drop down menu select Save link target as then click save.
But for some reason it does not work with the mozilla download manager.
Great, works fine now. So the
Major A writes:
Thanks Jim, things look a lot better now. I tried a flight today, from
EDDF to KDTW, which should be well in the range of a fully loaded
747-400. I used full throttle to climb to FL290 first, then in steps
up to FL410. Throttle was taken back so as to make the airspeed
Curtis L. Olson wrote:
My gutt feeling is that all the YASim jet's consume fuel faster than
they should. The a4 can go about 150 miles before it runs out of
fuel. I'm not a jet pilot though so maybe I'm doing something wrong.
There's a tunable TSFC number that you can play with. The engine
Andy Ross writes:
There's a tunable TSFC number that you can play with. The engine
model isn't smart enough to vary fuel consumption with condition
(real engines have variable TSFC's under different situations).
But as long as the number used is correct for cruise there
shouldn't be
Major A [EMAIL PROTECTED] said:
Thanks Jim, things look a lot better now. I tried a flight today, from
EDDF to KDTW, which should be well in the range of a fully loaded
747-400. I used full throttle to climb to FL290 first, then in steps
up to FL410. Throttle was taken back so as to make the
My gutt feeling is that all the YASim jet's consume fuel faster than
they should. The a4 can go about 150 miles before it runs out of
fuel. I'm not a jet pilot though so maybe I'm doing something wrong.
Hmmm. I've just taken that bird for a spin, I flew from EDDF to EDDM
at airliner-style
This is probably obvious, but according to my study materials for the
instrument rating, the efficiency of a jet engine depends on the
temperature differential between its combustion and the outside air
temperature -- that's why jets are very efficient flying near the
tropopause at around
Major A writes:
Also, has anyone actually managed to fly a 747 from Europe to the US
or the other way round? I just tried that, and first of all, I found
it hard to get to a decent altitude (the autopilot keeps stalling it)
at a decent speed -- or is 300kt IAS at 3ft normal for a 747?
Major A [EMAIL PROTECTED] said:
Also, has anyone actually managed to fly a 747 from Europe to the US
or the other way round? I just tried that, and first of all, I found
it hard to get to a decent altitude (the autopilot keeps stalling it)
at a decent speed -- or is 300kt IAS at 3ft
From memory, a 747-400, on a long haul flight would typically climb
initially to somewhere around FL290-FL350. After a couple of hours of
burning fuel, they would probably request somewhere from FL350-FL410.
Reported cruise speed of anywhere from M.82 - M.86.
Of course it's all highly variable
Major A [EMAIL PROTECTED] said:
Oh, I meant higher to refer to the throttle, not altitude. I know
FL300 is too low for long-haul flights, but I would have thought that
you don't need more than 90% throttle during cruise.
You don't. What I said was that 300kt IAS is cruise speed at
12 matches
Mail list logo
