Hi all,just finished reading the long review oft he FS2k4.What I miss is a coment on:1. does the atc change the active runway with the wind-direction, or are allways all runways avialable for traffic?2. does the atc tell you, you are on the wrong taxiway or on the wrong approach, or is it yelling at you when you fly in the wrong direction or altitude?3. Why is nobody doing me the favor to post some screenshots for austria and northitaly?4. Where can I find the dash 8 fanta with Michael mentioned?Thanks guys for your effort.SincerelyTFT

1: I think when using live weather, ATC uses the active runway(s) published on ATIS, so that would be a yes.2: They yell at you when you cannot hold your altitude. Since I try not to disobey ATC orders, I cannot comment on Taxiway or Approach, but I accidentally picked the wrong runway landing in Denver and they kept silent.3: Dunno. Really :D4: Do a serach in the file archives for "Dash 8 Q300 Update 1.004B" without the quotes and take it from there...:D

Hi,thanks for the reply.Would you put some screenshuts for me in the screenshut forum about austria main airports and bolzano?ThxTFT

Hi--in regards to the ACOF ATC engine, a word of advice to you (and to all others) beware of FS2k4 ATC when you're being vectored to a visual approach to 13L at KPSP (Palm Springs, CA)!! I recently tried a flight from Cheyenne, Wyoming to that destination in a heavy corporate jet of my design, that I eventually hope to release as freeware. I knew that the winds were favoring the KPSP's 13s prior to my departure; given that KPSP is surrounded on all sides by mountains, with the approaches to the 13s most closely encroached by the high terrain, I figured it would be interesting to see how the ATC engine handled my approach. Everything from initial descent to the altitude holds they gave me over the mountains just NW of the airfield went fine, things went very dicey immediately afterwards. They held me at 9000, then had me climb to 11000, when I was only 20 nm out, and had already cleared the terrain. A descent to the airport from an altitude safe enough to clear the mountains to the NW, to the field elevation is doable, but has to be rather expeditious. I slowed as much a feasible, given that ATC was chattering with other airplanes (I use MyTraffic, set at 80% for this trip), in order to give them time to get back around to me and get me down!! They finally gave me vectors to 13 and descent instructions--to 9000 feet again, when I was within 10 nm of the airport!! They handed me off to the tower, which cleared me to land. Needless to say, that was impossible, and I had to execute a missed approach. In a nutshell, the ATC vectored me to a 310 heading; I was expecting vectors right back into the pattern, and down to an acceptable altitude, so that I could land. No--I was given a number of turns to and fro, and vectors that had me muttering to myself that they were apparently under the impression that I wanted to go back to KCYS. Eventually I was turned back, told to climb back to 11000, then to descend to 2500', and given a turn that put me on a collision course with a mountainside. I was getting closer and closer to the mountain, on a collision course, and ATC seemed to have forgetten about me, chattering away with other traffic. After hoping for an instruction from them, and waiting until the last possible moment, I had to execute an evasive climbing turn to avoid becoming part of the scenery. ATCT finally remembered me and gave me another turn that didn't make any sense. After long minutes of this (and given that they had apparently tried to kill me and wreck my plane), I just ignored them from that moment on and set up my own approach, and landed. Apparently the folks in the tower were so busy and stressed out (maybe thinking that Approach HAD plastered me into a mountainside) that they didn't notice my 40 ton airplane land on their runway and taxi to their ramp. During this interval they gave me several instructions (to please expedite my turn and descent to the parameters they had given me) which I disregarded.When I parked at the gate, the controller, apparently thinking that I was still circling and weaving hither and yon in the NW sector of his airspace, was still asking me to acknowlege some vectors he'd given me.Don't get me wrong--even given their warts, FS2k2 and FS2k4's ATC engines are remarkable--breathtaking--acheivements. I've made numerous ATC controlled flights in the former, and am just sinking my teeth into the latter, and for the most part, they've worked out uncannily well. But they certainly have their limitations.Hope this gives a a bit more insight into your FS ATC concerns.