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IMHO, the original 767PIC was a league of its own - way, way ahead of its time. The LDS rendition of the 767 is outstanding - no doubt, yet claiming it is anove and beyond everything else that's currently available is a gross overstatement one of the best - for sure! a revolutionary product - not any more...

Hi, For those who tried to get the package from avsim and are missing the texture folder..... Sorry for the boo boo... You can get your repaint of choice from here: http://www.protu-154.com/forum/viewtopic.php?t=3547 some notes and instructions are available here: http://www.protu-154.com/forum/viewtopic.php?t=4752

The 742 has those. Visit the "Ready For Pushback" website and forum

The work on the beta is finished and the current release version is ready. In a few days it will be uploaded to avsim. If anyone is impatient, I have outlined an alternative download option here: http://www.protu-154.com/forum/viewtopi ... 9&start=15 The bad news is that we still can't find anyone who will undertake the development of the Flight Engineers panel, su it's still a control+E for the time being. There is a basic english "manual" in the package. Users who are familiar with the Tu154 will find it easier to master the operation of the aircraft. There is also some info in the sticky posts on our forum. Hopefuly it should provide enough information to get started and until a more complete and comprehansive documentation is made available Other changes for version 1.0 include: 1. The load system has been changed. Passengers are not simulated by fuel tanks anymore 2. Dynamics have been modified. In particular engine thrust at idle has been reduced, the plane now does not accelerate at taxiing. 3. Control of the forward landing gear has been modified. 4. The panel system has been improved and expanded.. 5.spontaneous opening of refueling panels has been eliminated (I hope) 6. A throttle panel has been added. The panel can be opened using an invisible clickspot at the bottom right corner of the Captains and Navigators panel. 7. the standard maneuver mode (rectangular approach pattern) has been added For NV-PB navigation. 8. The virtual navigation assistant has been added. It can be opened using the “ВПШ” icon on the Captain and Navigator panel.. In Waypoint mode ВПШ works the same as on the Тu-154B. In the main orthodromy mode it works only at flight under the program entered on the P-31-4 board. ВПШ in this case counts ЛУР and ППМ switches programmed on the board P-31-4. 9. for the purpose of simplifying of piloting by one crew member the RSBN azimuth index has been added on the Captains panel. 10. New Copilot panel bitmap, thanks to George Suhih and Dmitry Dobronravinu. In The PANEL folder also an alternative Captain panel bitmap is available. 11. The autopilot has been modified with the purpose of smoother control. The Autoland algorithm has been changed with the purpose of reliability increase in turbulent conditions. 12. The Autopilot Go-Around mode has been added, actuated by a Joystick button. 13. Several bugfixes releated to e.g. false operations of the signal system, НПП naviagtion mode , wrong inscriptions on panels, mistakes И-21. 14. TCAS now works in online mode. The mistake of altitude definition for TCAS has been eliminated. 15. The possibility of adjustment of axes and buttons of the Joystick service device are expanded. 16. Plane intercom system СПУ has been modified. Switching of COM1 – COM2 using Joystick buttons is now possible. 17. The APK-15 have been completely altered (improvement of beacon acquisition and audible IDENT). sorry for the bad syntex...I had to use online translators) ) Questions and comments are welcomed either here or on the PT forums!! enjoy!!!

oh, wasn't aware of all that - thanx for the heads up!

Is it a new aircraft? From what I understand, its a series of utilities for the (good) old 742. Or am I missing something?

the transcript: Weather was perfect (excellent visibility, 17 degrees C and a light breeze) when Flash Air flight 604 departed the Red Sea to resort of Sharm el Sheikh for a flight to Paris-CDG with an intermediate stop at Cairo. On board were 135, mostly French, holidaymakers heading home. After takeoff from runway 22L or 22R the plane climbed and manoeuvred for a procedural left turn toward Cairo. With the autopilot engaged and while climbing through 2000 feet, the plane slowly started to bank and turn to the right. The captain noticed something was wrong and ordered to co-pilot to switch off the autopilot. The plane continued to bank to the right until it was in a 90-degree right bank at an altitude of approx. 5000 feet. The Boeing then began to descend until it struck the surface of the Red Sea in an area where the depth is approx. 900 metres. Legenda: FO= First Officer CA= Captain ATT= Attendant ATC= Air Traffic Control EC1= Extra crew 1 EC3= Extra crew 3 MSR227= Egyptair 227, other aircraft communicating whith ATC during the event SV= Synthetic Voice Note: Transcription is picked up just after engine start. 02:32:31 FO: Before start check list completed down to the after start 02:32:58 EC3: Come on fellows 02:33:00 ATT: Close two L please 02:33:07 : (Thump) 02:33:16 CA: We rely on God, thank God, in the name of God 02:33:20 : Sounds 02:33:25 ATT: Attention cabin crew doors in armed position and crosscheck 02:33:30 :Sounds for 47 seconds (may be cockpit door, jump seat and unknown ratcheting sounds) 02:34:08 CA: What is this 02:34:09 FO: In the name of God, we rely on God 02:34:11 FO: Duct pressure decrease start valve open 02:34:14 CA: N two 02:34:25 ATT: Ladies and gentlemen, good morning on behalf of Captain Kheder and his crew members welcome you on board Flas Airlines Boeing seven three seven three hundred proceeding to cairo, during our flight to Cairo we shall cover the distance at fifty minutes and altitude twenty seven thousand feet, you are kindly requested to fasten your seat belts and put back of your seats in full up right position, and observe the no smoking sign during all the flight, thank you 02:34:31 FO: Oil pressure 02:34:48 FO: Approaching forty six 02:34:50 FO: Duct pressure normal start valve closed 02:34:51 ATT: Cabin crew stand by for demo 02:35:06 CA: Number one, we rely on God 02:35:08 FO: Duct pressure decrease start valve open 02:35:10 CA: N two 02:35:16 CA: EGT thirteen, nineteen when it starts again 02:35:21 FO: Approach* 02:35:22 CA: N one EGT ok normal 02:35:27 FO: Max motoring 02:35:30 FO: Oil pressure 02:35:48 CA: Approach forty six start cut out pressure normal start valve closed start cut out 02:36:04 CA: Stabilized 02:36:13 CA: To the line 02:36:14 FO: Electrical 02:36:16 CA: On bus 02:36:17 FO: Pitot heat 02:36:17 CA: On 02:36:18 FO: Anti-ice 02:36:19 CA: On 02:36:19 FO: Air conditioning and pressurization 02:36:21 CA: Packs on, flight 02:36:23 FO: Isolation valve 02:36:24 CA: Auto 02:36:25 FO: APU 02:36:29 CA: Start there in flight no problem whith God's help 02:36:30 FO: Start levers 02:36:32 : * 02:36:33 CA: Idle detent 02:36:34 FO: Ground equipment 02:36:36 CA: Clear 02:36:36 FO: After start checklist completed 02:36:37 CA: Taxiing 02:36:39 FO: Sharm El Sheikh Flash six zero four ready to taxi out 02:36:48 ATC: Six zero four taxi right delta alpha hold short runway two two right 02:36:53 FO: Roger to the right via delta alpha to holding point runway two two right Flash six zero four 02:36:59 FO: Commander delta alpha god willing to the right 02:37:02 CA: God willing 02:37:03 FO: Holding point runway two two right and right side is clear 02:37:06 : Sound 02:37:07 CA: We rely on God 02:37:08 FO: Shocks off zero two three * 02:37:09 : Sound 02:37:09 CA:Is this not operating normally 02:37:10 : Sound 02:37:11 :Sound maybe parcking brake release 02:37:14 FO: One minute past for APU 02:37:16 CA: Off 02:37:18 FO: APU off sir 02:37:18 : (six clicks) 02:37:23 : (engine acceleration sound) 02:37:26 CA: Flaps five 02:37:28 : Thrre sounds similar to flap handle 02:37:30 CA: Rudder right neutral left 02:37:28 : (high thump) 02:37:35 CA: Neutral 02:37:37 FO: Flight control checked 02:37:40 : Two consecutive sounds 02:37:41 CA: Turning to the right 02:37:43 FO: God willing via delta commander 02:37:44 CA: Is this delta 02:37:45 FO: God willing 02:37:49 FO: Straight ahead 02:37:52 : Sound maybe landing light 02:38:01 ATC: Flash six zero four ready to copy 02:38:03 FO: Go ahead sir 02:38:05 ATC: Flas six zero four destination cairo as filed, climb initially flight level one four zero, one six seven three on the squawk 02:38:15 FO:Our clear destination Cairo via flight plan route one four zero initially, one six seven three on the squawk, Flas six zero four and we have total passengers one three five, God willing 02:38:25 ATC: Continue taxi via Alpha line up two two right advice ready for departure 02:38:34 FO: Roger, next vall ready God willing 02:38:37 FO: One four zero initially, one six seven three 02:38:44 CA: Before takeoff 02:38:45 FO: Recall 02:38:46 CA: Checked 02:38:47: FO: Flight controls 02:38:48 CA: Checked 02:38:48 FO: Flaps 02:38:49 CA: Five green light 02:38:49 FO: Stabilizer trim 02:38:51 CA: Five units 02:38:52 FO: Cockpit doors 02:38:54 CA: Ok closed because this door opens 02:38:57 EC1: What do you want 02:38:57 CA: yes because *give why* 02:38:58 CA: No really 02:39:01 FO: Take off briefing 02:39:03 CA: Standard briefing god willing 02:39:04 FO: before check list is completed down to the line God willing 02:39:12 : (Series of sounds) 02:39:55 CA: To the line 02:40:01 FO: Engine start switches 02:40:02 CA: On 02:40:02 FO: Transponder 02:40:04 CA: On 02:40:05 FO: Before takeoff checklist completed down to strobe lights 02:40:07 CA: Completed god willing 02:40:36 CA: Set it on take off ninety and half ...ready for departure 02:40:38: FO: Flash six zero four ready for departure 02:40:46 ATC: Flash six zero four surface wind two eight zero one three knots left turn to intercept radial three zero six, cleared for takeoff two two right 02:40:55 FO: Clear for takeoff runway two two right whith left turn to establisk three zero six Sharm VOR our Flash six zero four clear for takeoff 02:41:01 : one thump (door knock) 02:41:02 CA: It is left turn open the door 02:41:04 FO: God willing 02:41:09 ATT: Cabin is clear 02:41:12 CA: Thank you 02:41:12 FO: Final is clear 02:41:13 : One thump 02:41:15 : Four similar thumps, maybe landing lights 02:41:19 FO: Left turn to establish radial three zero six 02:41:29 CA: Initially one four zero? 02:41:30 FO: God willing 02:41:34 CA: Confirm initially one four zero 02:41:35 FO: And Flash six zero four confirm to the left to establish three zero six 02:41:40 CA: Initial one four zero 02:41:43 ATC: God willing 02:41:44 FO: and initially one four zero 02:41:46 ATC: God willing 02:41:48 CA: We rely on God 02:41:59 : Sound similar to increase of engine r.p.m. 02:42:00 FO: Stabilized sir N one 02:42:10 FO: Takeoff power set speed building up, eighty knots, throttle hold 02:42:11 CA: Eighty knots (one thump sound) 02:42:26 FO: V one, rotate 02:42:33 : One thump similar to gear retraction 02:42:33 FO: ** positive rate 02:42:34 CA: Heading select 02:42:36 CA: Gear up 02:42:36 FO: Ok 02:42:43 CA: Four hundred heading select 02:42:44 FO: Four hundred heading select sir 02:42:48 CA: Level change 02:42:49 FO: Level change, MCP speed, N1 armed sir 02:42:59 FO: One thousand 02:43:00 CA: N one speed two twenty flaps one 02:43:04 CA: Left turn 02:43:05 ATC: Flas six zero four airborne time four four when you ready to the left to intercept three zero six radial report on course, God willing 02:43:11 CA: Left turn 02:43:12 FO: Roger when ready God willing 02:43:18 FO: Left turn to establish three zero six Sharm VOR 02:43:19 MSR227: Sharm Egypt air two two seven greeting 02:43:22 FO: Speed available 02:43:23 CA: Flaps up 02:43:27 ATC: Egypt air two two seven go ahead, greeting 02:43:26 MSR227: Mantaining Flight level one two zero four three DME inbound to Sharm el Sheikh and request descent 02:43:34 ATC: Egypt air double two seven clear sierra hotel mike VOR, visual approach runway two two right pilot discretion descend four thousand feet QNH one zero one one 02:43:35 FO: Flaps up no light 02:43:37 CA: After takeoff checklist 02:43:35 MSR227: How much is the wind sir 02:43:48 ATC: Indicated two eight zero one zero knots 02:43:53 MSR227: Can we use runway zero four sir 02:43:55 CA: Autopilot 02:43:56 MSR227: Right zero four 02:43:58 CA: Not yet 02:43:59 ATC: There is no problem Straight in ILS approach runway zero four left god willing report fuel establish QNH one zero one 02:44:00 FO Autopilot in command sir 02:44:01 CA: Exclamation remark 02:44:02 : Sound of A/P disengage warning 02:44:05 CA: Heading select 02:44:05 MSR227: Straight in approach runway zero four lrft, one zero one, next call full establish Egypt air two two seven 02:44:07 FO: Heading select 02:44:18 CA: See what the aircraft did! 02:44:27 FO: Turning right sir 02:44:30 CA: What? 02:44:31 FO: Aircraft is turning right 02:44:32 CA: AH 02:44:35 CA: Turning right? 02:44:37 CA: How turning right 02:44:41 CA: Ok come out 02:44:41 FO: Over bank 02:44:41 CA: Autopilot 02:44:43 CA: Autopilot 02:44:44 FO: Autopilot in command 02:44:46 CA: Autopilot 02:44:48 FO Over bank, over bank, over bank 02:44:50 CA: OK 02:44:52 FO: Over bank 02:44:53 CA: OK, come out 02:44:56 FO: No autopilot commander 02:44:58 CA: Autopilot 02:44:58 EC1: Retard power, retard power, retard power 02:45:01 CA: Retard power 02:45:02 : Sound similar to overspeed clacker 02:45:04 CA: Come out 02:35:05 FO: No god except... 02:35:05 SV: "whoop" sound similar to ground proximity warning 02:45:06 END OF RECORDING

אה הבנתי אם זה השיקול לדעתי הוא טפשי היא צריכה להתחשב בנחיות של הנוסעים..האירבוס הרבה יותר נוחים מבואינג ..וגם לטיסות ארוכות יהיה אפשר להתקין מסכים שאצל הבואינג זה לא ממש אפשרי חוץ מ747 ועוד שאני לא יודע as important as tv screens may be, not biting the hand that feeds you, is still (fortunately) of a higher priority....

http://www.guardian.co.uk/worldlatest/s ... 23,00.html

Yes, Before plunging into payware stuff, check out what's available for free. This should cover it: http://walhalla.mine.nu/fs2004.php

Interesting idea, which got me thinking...is there any freely available "black box" application that records flight parameters such as altitude, speed , bank angle etc. etc? 'cause that may open quite a few possibilities. especialy if you are interested in learinig "how to fly a...".

I won't lie to you. there are only a few things more boring than an overnight transatlantic, so sleep seems to be the best option. If you are taking the 105 you'll get to have a glimpse of Toronto and Pearson as a bonus Enjoy your stay!

The use of melatonin is still an open question. While the yanks see it mostly as an innocuous drug, other countries (including Israel) regard it with greater suspicion and classify it as a "Neurohormone" that is not available OTC . As Alex had mentioned,a part of the problem has to do with the fact that it is sold as "food supplement" and as such undergoes a lower level of scruitiny in comparison to licensed drugs. There is not enough information to establish the safety of MLT. The fact that melatonin is normally secreted each night does not ensure that exogenous melatonin, taken at other times and/or in supraphysiological doses, will not have long term adverse effects. The decision to ingest melatonin should be preceded by careful consideration of the expected benefits as well as the potential risks, with recognition of the fact that there has been exaggeration of the benefits and little attention paid to the potential costs in most discussions of this issue to date.

I say - stick to chocolates and flowers

Kinetic energy - yes. Bot no one argues that wind will indeed effect GROUNDspeed. the overall energy won't change though. lets consider the airplane flying at 100 kt with a 100 kt headwind. The enrgy of such a plane is the sum of the force applied by its engines times the distance it has travelled, plus the winds force times the displacement of that plane due to that wind. So the overall energy remains the same in either direction the plane goes, it just changes forms. The fact that the plane has more kinetic energy, does not imply that there is an increase in AIRspeed(as I too was wrong to think initialy )

Hi Opher I believe I managed to figure out my initial mistake....like most others I was mixing up reference points. there is no change in energy. just that the potential energy that was required to push the airplane against the wind (in relation to the ground) is being converted into kinetic in relation to itself the plane keeps flying with the same speed and there is NO change in its energy //Michael

Hi, To go back to the example of the plane on the ground... again, let's suppose you have a headwind of 20 knots - the instrument will register 20 - right?(assuming it can measure any speed) Now, lets turn it around, and the gauge will start moving when the plane reaches 20 knots... i.e, again we have a simple addition/subtraction of the two vectors - airplane and wind velocities. anything wrong with that explanation?

There are sceneries, and very good ones too! you can find them here: http://pages.infinit.net/mkaram/Leb2005/release.htm

Alon, if the measurement of airspeed is done by measuring the airflow through the pitot tube, would it not reflect the vectorial sum of the winds and the aircrafts velocity? theoretically - given a headwind of say 100 knots on the ground, will it not register as 100 knots?

Alon, I'm not sure your fishtank example is a good one.after all there are no currents("winds") in that fishtank. right?

Yoav is right , anticoagulants such as "plavix" or "coumadin" are given among other, after a stroke or a so-called TIA( that's a "mini-stroke") like the one he had experienced a few days earier. It is an unfortunate sequence of events that the drug given to prevent one complication, might have aggrevated another. At any rate there is NO mistake or negligence whatsoever on part of the medical team . I would like to join everyone in wishing well the man and his family

Admittedly I'm a small expert in economy, still I see the the issue as a SOCIO-economic, rather then a purely economic one. The pricing of luxary products has got more to do with the economic status or .situation of its target class

This time ,however, it seems no one has any clue as to what new features/improvements MS has in store for the 10th edition. Last time it was the weather engine, I wonder what it is this time

Yes and no... Though info on all major canadian airports is available, the site refers to them as "outside service boundries" and does not vouch for its accuracy. The site can provide useful informantion mainly for intercontinental planning, if you wish to go outside north america, the options are rather limited