Official Fulqrum Publishing forum - Hurricane Speed Test in game

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- - Hurricane Speed Test in game (http://forum.fulqrumpublishing.com/showthread.php?t=32523)

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You beat me to it but a squad member from the dogz and I have been doing a little experimenting and found something interesting, much like you we have found the lapse rate to be in the 2 degrees per thousand feet but in addition we stumbled upon an element in the FMB that changes the the atmospheric temperature not sure of its function but it is the mission parameters box, there is an option for 'Breeze/Thermal Activity =0/10' with a sliding scale, default seems to be 0 and this gives an ambient temparature of ISA +10, but if the slider is set to 10 the temp almost lines up with ISA, so far no indication that the temps can be brought to an ISA - figure.

Amazing.....

Almost as amazing as all the "I am real world pilot" on this forum who are testing away, screaming about their favorite gameshape is porked, but don't bother to worry about the atmospheric model or understand it first.

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Originally Posted by Crumpp (Post 434325)

What?

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Originally Posted by Crumpp (Post 432741)

If that is the case, the atmospheric conditions in the game are standard.

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Originally Posted by Crumpp (Post 433082)

If it is then that is definative proof the atmospheric model is not agreeing with the Flight Models.

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Originally Posted by Crumpp (Post 434115)

There is no question or issue here. The atmospheric model is not correct or is using a very non-standard lapse rate.

So how much research did you do before making these assumptions? what is really amazing is how you spew out all this 'know it all' crap thanks to your text books but spend little to no time actually trying to find solutions to a problem.

Still waiting for the evidence you are what you claim to be.

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What?

I have been talking about the atmospheric model from the beginning. It does absolutely no good to conduct any performance testing without understanding the conditions.

http://forum.1cpublishing.eu/showthread.php?t=32259

Conditions are everything in aircraft performance. That fact is very much on your mind when piloting a real aircraft.

Every take off you calculate V1,V2, Vmcg, Vr, BFL and as well as acceleration checks. All are effected by density altitude.

It looks like you have found the controls to set conditions to standard. That will save time in converting performance under other than standard conditions.

Now that the atmospheric conditions are known, conclusions can be made about specific aircraft performance.

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Conditions are everything in aircraft performance. That fact is very much on your mind when piloting a real aircraft.

Every take off you calculate V1,V2, Vmcg, Vr, BFL and as well as acceleration checks. All are effected by density altitude.

Rubbish, real pilots only have to calculate how much rest they earn at the end of the duty period and pray they don't end up on a split-shift, I pitty the poor guy that has to go into the Flight Manual and work this stuff out instead of having it ready in tabular abridged form on the checklists based on T/O weight and temparature or in fact have the entire performance schedule handed to him by operations who worked it out for him, occasionally with GA operations there are times when you will dust off the Flight Manual if a customer has an unusual destination.

you failed to notice nobody argued 'against' the density altitude but you did go on and on and on about it like it was a 'eureka' moment.

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Now that the atmospheric conditions are known, conclusions can be made about specific aircraft performance.

You're welcome.

Great stuff Bongodriver on the Thermal factor setting. Any idea if this affects pressure as well ?

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Rubbish, real pilots only have to calculate how much rest they earn at the end of the duty period

Yeah....OK......

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you failed to notice nobody argued 'against' the density altitude

I did not fail to notice about 3 other "performance" threads appeared without finding out what the atmospheric conditions.

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Still waiting for the evidence you are what you claim to be.

I think it is pretty self evident....read the last few pages of this thread.

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Crumpp says:
V1,V2, Vmcg, Vr, BFL and as well as acceleration checks. All are effected by density altitude.

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Bongo says:
with GA operations

You don't even know what V1,V2, Vr, and BFL are do you?

Back to ignoring you.

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You don't even know what V1,V2, Vr, and BFL are do you?

GA is the all encompassing term for anything 'not airline', basically the Learjet is a GA aircraft here in Europe and to be honest I thought it's the same in the states, another indication you don't really have anything to do with the industry.

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I think it is pretty self evident....read the last few pages of this thread.

Yes, you are still using a good textbook.

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Back to ignoring you.

Sure.

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Originally Posted by IvanK (Post 434432)

Great stuff Bongodriver on the Thermal factor setting. Any idea if this affects pressure as well ?

Didn't check that, the test was started from 1000 feet on 1013mb in both cases and it didn't look wildly different, the surface temps were projected based on the linearity of the test results.

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Bongo says:
'not airline',

I had to respond, it is just too rich!!

You need a shovel for the hole you are digging!!

It is a Part 121 regulation. Part 121 is the airlines......

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Flight operations are often referred to by the part of the regulations that governs them. So, large operators such as American Airlines, Delta Air Lines, Federal Express, Southwest Airlines, and United Airlines are typically referred to as Part 121 carriers.

http://www.nap.edu/openbook.php?record_id=12795&page=56

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Part 121 - OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS

http://www.risingup.com/fars/info/121-index.shtml

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Sec. 121.189 — Airplanes: Turbine engine powered: Takeoff limitations.

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The accelerate-stop distance must not exceed the length of the runway plus the length of any stopway.

http://www.risingup.com/fars/info/part121-189-FAR.shtml

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V1 concept is critical to takeoff planning. The FARs require the flight crew of a transport-category airplane to ensure that the runway intended for use (including any clearway or stopway off the end of the runway) is long enough to allow the takeoff to be safely continued or rejected from a predetermined go/no-go point on the runway. The go/no-go point is where the airplane reaches V1 while accelerating for takeoff

http://www.ce560xl.com/Blackberry/Ba...eldLength.html

Dispatch and the PIC both have to sign the release and the flight plan. You are both jointly responsible for the planning. If you are not doing the planning, you will not catch mistakes and they do happen. In short, you are not doing your job and will be held responsible for not doing your duty as PIC.

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1000 feet on 1013mb

Sea level pressure at 1000 feet......