Hi all,

 

I have a few problems/suggestions I'd like to make for an eventual update for the FS9-IFly-VoiceSoftware by FS2Crew.

 

1.) When I'm on descent and switch to the local pressurization at TL, my FO automatically switches back to the standard pressurization at TA. That's quite annoying as I have so switch it back then again. And as far as I've seen from other topics on this forum, I'm not the only user having problems with the TA/TL behaviour.

 

2.) When I'm going on blocks and shutting the engines down (as soon as my FO calls himself ready), my FO switches the anti collision light (beacon light) to the off position right away. I've never seen any cockpit crew doing this when I was at the airport and I'm confident, somewhere on the internet I've read that although it's company procedures, a lot of operators leave the beacon light blinking until the N1 is nearly 0% and N2 is below 1-5%. As you can imagine this probably has safety reasons. You still can be 'hit' by the engine exhaust stream at low N1/N2 rate.

 

 

So what do you think of an update?

Hi all,

 

I have a few problems/suggestions I'd like to make for an eventual update for the FS9-IFly-VoiceSoftware by FS2Crew.

 

1.) When I'm on descent and switch to the local pressurization at TL, my FO automatically switches back to the standard pressurization at TA. That's quite annoying as I have so switch it back then again. And as far as I've seen from other topics on this forum, I'm not the only user having problems with the TA/TL behaviour.

 

2.) When I'm going on blocks and shutting the engines down (as soon as my FO calls himself ready), my FO switches the anti collision light (beacon light) to the off position right away. I've never seen any cockpit crew doing this when I was at the airport and I'm confident, somewhere on the internet I've read that although it's company procedures, a lot of operators leave the beacon light blinking until the N1 is nearly 0% and N2 is below 1-5%. As you can imagine this probably has safety reasons. You still can be 'hit' by the engine exhaust stream at low N1/N2 rate.

 

 

So what do you think of an update?

 

Hi there,

 

Please sign your posts with your real name in order to receive support.

 

However what i can tell you though is you aren't following the correct procedure in either cases, and in the latter case your information is not correct.

 

Regards

Damien,

 

I can't quite follow you.

For the first one: When exactly do you switch to the local QNH if you don't do that when passing the TL?

For the second one: Maybe it's company procedure. Could you tell me/us which company you oriented yourself on that does in fact turns off the beacon lights as soon as the engine levers moved to cutoff position?

 

Manuel

Doesn't the beacon have to be on before you turn on the APU and stay on until the APU is turned off if, if you use the APU that is?

Damien,

 

I can't quite follow you.

For the first one: When exactly do you switch to the local QNH if you don't do that when passing the TL?

For the second one: Maybe it's company procedure. Could you tell me/us which company you oriented yourself on that does in fact turns off the beacon lights as soon as the engine levers moved to cutoff position?

 

Manuel

 

Manuel your FULL name,..sorry,..it's a new rule around here.

 

 

In the RW we set the standby altimeter to local pressure and when crossing the TL set the primary's to local pressure same as FS2Crew,..different companies do it different ways though.

 

Regarding the beacon light, The F/O doesn't set it off as soon as you move the start levers to cutoff, he follows the correct flow across the overhead panel then the Beacon is turned off. For some airlines the beacon is turned off At 20% N2 in their procedures at any rate we model Boeing procedures but you'll still find that the N2 falls pretty close to 20% N2 after the fuel control levers are set to cutoff and the Beacon is set off.

 

below 1-5% is a bit much.

 

 

Doesn't the beacon have to be on before you turn on the APU and stay on until the APU is turned off if, if you use the APU that is?

 

Nope, it doesn't,..beacon operation has nothing to do with APU operation.

 

Regards

when crossing the TL set the primary's to local pressure

 

When I'm on descent and switch to the local pressurization at TL

 

To be honest I don't see any difference here.

Now my problem is the following, maybe I didn't make it clear enough above there, so I'll explain step by step.

 

 

Before descent I check the weather at my destination airport and set the pressurization to the local ones, but don't activate it, just set the correct value.

Now I'm passing Transition Level, then push the QNH-button to switch the primary altimeter to the local QNH and call for the approach checklist.

My FO says for example "altimeter 1017", I confirm, he answers "Approach checklist complete". That's all fine to me.

Now on further descent, when passing the Transition Altitude of my departure's airport, FS2Crew switches back to standard QNH 1013 calling "Transition Altitude, altimeter 1013" like if I were climbing out. But I'm not, as I'm approaching my destination.

 

Am I doing something wrong here? I can't see any difference to your explanation.

 

 

And here comes my full name, finally:

Manuel Hirsch ;)