Latest A330/340 FDE ver 1.2J

[Bob Scott 7,721]

HEY!I want you to know that I have invested more than 12 minutes in the design of my website. Critics...always critics! :-)However...anyone that speaks of old'uns without including me in the group is all right.Bob ScottATP IMEL Gulfstream II-III-IV-V L-300Washington, DC

[Guest carangugi]

Hi Bob,I am trying to install FDE v1.2H. After I do all the copy/pasting in the FS9AircraftPSSAxxx .cfg and .air files, I load FS9 and the Airbus type is not there in one of the choices to choose from??? So I close FS9 and copy/paste the original .air and .cfg file back to PSSAXX and then fire up FS9 and the planes are back??I must disclose that I am not the most sevy computer guy around when it comes to rewriting software or changing commands in a program........ well it took me a long time to find out where "fltsim.X" was located. Until I figured to change the .cfg format into notepad. I noticed that when I went to copy the fltsim.x from the original PSSA3xx .cfg file, the notepad format never went back to its original format. Maybe it doesn't have anything to do with that, because when I change the .cfg and the .air file to the original format the planes appeared back in FS9.Am I missing something or doing something wrong?? Or maybe I need instructions for dummys...... :)Any help would be much appreciated.Thanks for all your contribution to this forum.JulianChicago/Brasil

[Bob Scott 7,721]

>Hi Bob,>I am trying to install FDE v1.2H. After I do all the>copy/pasting in the FS9AircraftPSSAxxx .cfg and .air files,>I load FS9 and the Airbus type is not there in one of the>choices to choose from??? So I close FS9 and copy/paste the>original .air and .cfg file back to PSSAXX and then fire up>FS9 and the planes are back??>I must disclose that I am not the most sevy computer guy>around when it comes to rewriting software or changing>commands in a program........ well it took me a long time to>find out where "fltsim.X" was located. Until I figured to>change the .cfg format into notepad. I noticed that when I>went to copy the fltsim.x from the original PSSA3xx .cfg file,>the notepad format never went back to its original format.>Maybe it doesn't have anything to do with that, because when I>change the .cfg and the .air file to the original format the>planes appeared back in FS9.>Am I missing something or doing something wrong?? >Or maybe I need instructions for dummys...... :)>Any help would be much appreciated.>>Thanks for all your contribution to this forum.>Julian>Chicago/BrasilJulian; Not having the Scarebus appear in the FS selections menu is a pretty sure sign that you've done something wrong with the .cfg file. I'm not sure what you mean when you talk about changing file "formats." First, make sure you didn't change the name to something like aircraft.cfg.txt If you don't have Windows set up to show complete file name extensions you should enable that in the file options menu. The [fltsim.x] sections should be copied from the original PSS aircraft.cfg file to your new aircraft.cfg file at the place indicated in the new config file. By [fltsim.x] I mean every line starting with [fltsim.0] up to, but not including, the [lights] line in the original aircraft.cfg file. I suspect that you have changed your config files into .txt files but can't see that because the "hide file extensions for known file types" option is enabled in windows. Disabling the "hide file extensions" option and renaming the file back to "aircraft.cfg" will fix this if that's the problem.RegardsBob ScottATP IMEL Gulfstream II-III-IV-V L-300Washington, DC

[Guest Jean]

Bonjour Bob,Thank you for your up-grated FDE. Great!I was wondering if there is a way to change the strobe light of the 330/340, because they are not blinking like the strobe of the PSS 320,which are more realistic.Other. I change the 340 CFM engine sound, because the original soundis far from the real one (I am travelling a lot on Airbus).I copy the file sound from the PSS 320 CFM, and I replace the original 340 CFM sound. It is better. Best regardsJean.

[Bob Scott 7,721]

>Thank you for your up-grated FDE. Great!>I was wondering if there is a way to change the strobe light>of the 330/340, because they are not blinking like the strobe>of the PSS 320,>which are more realistic.Jean; No, I don't think it can be changed...the strobe effects are coded directly into the .mdl file rather than using FS effects.RegardsBob ScottATP IMEL Gulfstream II-III-IV-V L-300Washington, DC

[Guest ahmedem]

Hi Bob,Thank you very much for your efforts and your latest release. I just have one query regarding engine start up on the A330-200. It seems to me that when the engine starts up it spools up far too much reaching I think something around 70% N1. I don't know if this happens on the other aircraft but I've noticed it with the A332.My apologies if this has been mentioned before, I've not come across it. It doesn't really ruin the flight for me but would be nice if they started up smoothly!!Thanks again,AhmedP.S. I'm only noticing it with the modified FDE files not with the original PSS ones.

[Bob Scott 7,721]

Ahmed; The over-spooling on start is a minor side-effect of thrust curves which are designed to facilitate smoother A/T speed control...I haven't yet found a way to eliminate the odd start-up behavior without adversely affecting autothrottle stability.CheersBob ScottATP IMEL Gulfstream II-III-IV-V L-300Washington, DC

[greg100o 12]

Bob. I have some "hunting" problem where EPR goes up and down up and down. When I look at max acceleration mine says 5.000000. Do you mean change this to 5.003?Greg

[Bob Scott 7,721]

>Bob. I have some "hunting" problem where EPR goes up and down>up and down. When I look at max acceleration mine says>5.000000. Do you mean change this to 5.003?>>GregMake sure you're on the "Controlling EPR...Using Throttle" page...several of the other pages also have accel values I think. I use 0.003...if it's set to 5.0 I suspect you're looking at a different page. And...we are talking A330/340, right?Merry ChriskwanzakahBob

[Guest Edwin]

Hi,I posted this as a reply to an old post and it got buried at the very end of the topic listings so I hope you don't mind my posting again here.Thanks,Edwin---------------------------------------Hello,I just tried flying AC007, an A340-300 service from CYVR to VHHH and immediately ran into problems after takeoff so I decided to search the forum for an answer. Found this topic and thought perhaps I could revive it.I'm using Bob Scott's 1.2J FDEs. My TOW was near maximum (at 595,798 lbs). TOMAFLEX suggested I use flaps 3 and FLEX of 39 degrees Celsius with a V1 of 147kts, Vr of 159kts and V2 of 166kts. My trim was at 2.0UP. Takeoff on 26L was (obviously) slow but with Bob's latest FDEs, I rotated with a comfortable margin of runway still ahead of me. Gear up was fine and I reached V2+10. I pulled the throttle back to CLB when the LVR CLB message appeared. That was when I ran into problems: I lost airspeed very quickly. Even leveling off at 2,000ft wouldn't stop the loss of airspeed. Soon, I hit A-FLOOR and started stalling into the sea.So, my question is, should I have ignored the LVR CLB message and left the throttle to FLX? Is this done in real life for heavy takeoffs?I noticed that CLB gave ~88% N1 while FLX 39 degrees gave ~97%. Is there any way I could adjust the CLB throttle setting such that the throttle reduction isn't as marked?Thanks in advance for any advice.Edwin

[Bob Scott 7,721]

First, a flex power takeoff at flaps 3 and MTOGW is a really bad idea.Remember that flex takeoffs are reduced power takeoffs...not a good idea at all when pushing the plane's performance limits. And flaps 3 generates a huge amount of drag. If Tomaflex is recommending flex power at the same time a flaps 3 t/o is required, I suspect it is leading you wrong. Pilot judgement should be kicking in here...Second, as I've written a number of times in the forum, the PSS panel has a known problem with the way it computes flex power. While in the real world flex should be computed by increasing the temp input to the MCDU to an assumed temp above ambient temp, in the PSS panel you have to REDUCE the temp (it has it backwards). So with a temp of 25 deg C, a flex temp of 5 or 10 deg C would be an appropriate input to the PSS MCDU (but not in this case). Last, with flaps 3 selected, I'd be really careful about reducing power to below takeoff thrust until the flaps start coming up. Maybe someone with a r/w manual can chime in on the flap retraction schedule with a flaps 3 takeoff. Pulling it back to CLB power with the barns doors still a-hangin' seems counterintuitive to me.RegardsBob ScottATP IMEL Gulfstream II-III-IV-V L-300Washington, DC

[Guest Edwin]

Hi Bob,Thank you so much. Your comments are very helpful but I'd like to clarify what could be done to rectify the problem.So first, because of PSS' way of computing flex, I'm going to use TOGA instead. But besides that, I'm not sure what to do.Flaps: should I try 1+F or 2?Thrust reduction: should I still set CLB setting when the LVR CLB message shows (i.e. which defaults at 1500ft?)Flaps retraction: given my weight, even with a flaps setting of 1+F or 2, should I leave the thrust at TOGA until after I've fully retracted my flaps?Thanks again and good work!EdwinPS. I saw a A340-500 and A340-600 by Simubuild and FlightCraft modified for use with the PSS panel available for download on AVSIM. I noticed that "Bob Scott" is credited with making the FDEs. Was it really you? I was very hesitant to try them but if you're the FDE master behind them, I'd feel a lot more comfortable with using them! ;)

[Bob Scott 7,721]

>So first, because of PSS' way of computing flex, I'm going to>use TOGA instead. But besides that, I'm not sure what to do.Yes, you want to use TOGA...but it's not because the PSS panel does it wrong, it's because you are performance limited and don't want to operate at a reduced power setting.>Flaps: should I try 1+F or 2?That's preferred as long as you have enough runway available.>Thrust reduction: should I still set CLB setting when the LVR>CLB message shows (i.e. which defaults at 1500ft?)Takeoff and climb at V2 to V2+10 (but not above flap limit speed) with whatever the takeoff flap setting is until passing the thrust reduction altitude (default 1500' AGL). When the "LVR CLB" annunciation starts flashing, lower the nose and delay the power reduction until passing "F" speed, at which time you select Flaps 1. Once the flaps are moving up, then select the CLB thrust gate.>PS. I saw a A340-500 and A340-600 by Simubuild and FlightCraft>modified for use with the PSS panel available for download on>AVSIM. I noticed that "Bob Scott" is credited with making the>FDEs. Was it really you? I was very hesitant to try them but>if you're the FDE master behind them, I'd feel a lot more>comfortable with using them! ;)I just looked at that package...he's using my airfile, but a heavily doctored aircraft.cfg file...no idea how it performs, but it's clearly going to be a lot different than the 200/300 based on all the changes I observed in the config file.RegardsBob ScottATP IMEL Gulfstream II-III-IV-V L-300Washington, DC

[Guest Edwin]

Thanks Bob, once again.I'm going to try the takeoff again with flaps 2, although I believe I had once been told that flaps 2 is less common in the real world. I can't remember where I read about this, but I thought it was usually either flaps 1+F (for short hops) or flaps 3 (for the long-haul routes). Could you (or anyone else on this forum) please confirm whether what I'm saying makes sense at all?Eek, I was going to try the A340-500/600 but I'm hesitant now if the FDEs weren't "officially sanctioned" by you. Perhaps you should warn them about using your name without your approval?Thanks again.Edwin

[Guest acva076]

I think Bob has adviced you well. However, as Tomaflex director and a person who has studied and mapped the flex system in PSS buses extensively, I would certainly like to add my two cents worth.Using Flaps 3 at MTGW is certainly a bad idea. Tomaflex, in its 'Comments' section does recommended that the pilot use flaps 1 or 2 when taking off hot, high or heavy. Tomaflex takes into account takeoff roll performance, but it does not take into account the climb performance of the airplane. As such, the discretion remains with the pilot to choose the optimum flap setting. Generally, with lower flaps, your Vr increases and gives you more momentum to perform a better climb. A high flap takeoff allows you to carry more weight, but on the down side, increases the drag and comprises climb performance. So Edwin, I would certainly use flaps 1 in your case, and unload a few pax or cargo.As I have eluded several times in this forum, PSS does not calculate flex properly... and in the PSS buses, TOGA will NOT always give you maximum thrust. This of course, is not the case in real life. In warm outside temperatures, PSS flex will give you less thrust. But in cold temp, PSS flex will give you more thrust. It is indeed hard to predict what thrust you are going to get when using the PSS buses. Bob's advice to use lower temps in flex will work in some cases, but not always. This is where the strength of Tomaflex lies. The pattern of thrust N1 simulated in the PSS buses has been mapped accurately in Tomaflex. In the takeoff report, you will see that Tomaflex will give you a specific thrust setting to achieve maximum thrust. The reason I even put such a feature in Tomaflex is because in PSS, more often than not, you get better thrust with flex.In short, this is my advice to you Edwin. The PSS flex system is bugged, but no worries... Tomaflex takes this into account when calculating recommended thrusts and weights. Do exactly what Tomaflex tells you to do. Don't change anything. The only reason I decided to make Tomaflex, is because I wanted everyone to stop guessing their flex temp or max weights. If Tomaflex recommends a flex of 55, us +55. Don't use -55 or anything else. The only thing I would do is follow the advice in the 'comments' section and use less flaps when taking off hot, high or heavy.Hope that helps.Feel free to raise questions. It is my pleasure to clarify any doubts about the PSS thrust system or how Tomaflex works.Kind Regards,Jana Kankesanwww.tomaflex.net