CactusDx

Hey Dave! :-waveMike Chttp://jdtllc.com/images/RCbeta.jpg

:-jumpy Michael Collierhttp://jdtllc.com/images/RCbeta.jpg

Dave,Both RCv3 and FDC allow you to define keystrokes. However, even after verifying to the best of my ability that there were no shared keystrokes I was getting an FDC error message. The error was related to an unassigned hotkey in FDC. I've been sitting here for several hours this evening happily reproducing the error at will. It seems that it only happens when you start FDC BEFORE you start RCv3.As long as you start up FDC after RCv3 then things work perfectly together. More news as it develops but for now that's how I'm getting them to play nicely together.:-waveMichael Collierhttp://jdtllc.com/images/RCbeta.jpg

Hi Les,I'm cautiously optimistic that we've hit on the solution here.Doug suggested I try some variations and it looks like the order of which you start up your applications will make the difference between success and failure.I run FS SkyWorld along with FSMeteo so the order I start my applications is as follows: FS SkyWorldFS2002FSMeteoRadar Contact version 3Flight Deck CompanionThe whole key here is that it seems you MUST start Radar Contact FIRST before starting Flight Deck CompanionIf I start FDC prior to RC then I can consistently reproduce an FDC error message. If I start RC first and FDC last everything is solid and stable.The sequence of events during a flight for me look something like this:Auto-Cabin Announcement - FDCATIS - RCv3Clearance - RCv3Pre-Start Checklist - FDCRequest Push - RCv3Before Pushback Checks - FDCBefore Start Checks - FDC(pushback)After Start Checks - FDCGround Control - RCv3Taxi Checks - FDCBefore Takeoff Checks - FDCTower - RCv3After Takeoff Checks - FDCDeparture Control - RCv3Center - RCv3Climb Checks - FDCDescent Checks - FDCApproach Control - RCv3Approach Checks - FDCTower - RCv3Landing Checks - FDCAfter Landing Checks - FDCGround Control - RCv3Post Flight Critique - RCv3Parking Checks - FDCGive this a try and see if it doesn't work. I've just spent the last 4 hours experimenting here and it works for me every time now. It's high workload but MAN is it fun! Having full crew checklists and ATC is the ultimate!Let us know if it works for you!Michael Collierhttp://jdtllc.com/images/RCbeta.jpg

Blais,Glad things are working out for you. While selecting Notams for departure and arrival is recommended in mountainous terrain you won't need to ingnore ATC instructions. ATC will always preface their instructions with "when able" or "when feasable". That gives you the latitude to remain clear of terrain as needed but still retain radar services. I'm sure you'll see how it all comes together after a few more flights! :7Michael Collierhttp://jdtllc.com/images/RCbeta.jpg

I dunno, In some ways I kind of like the element of unpredictability with the AI traffic. Sort of keeps the "human element" alive and keeps us sharp on short final watching for runway incursions! :7Michael Collierhttp://jdtllc.com/images/RCbeta.jpg

Not in this case. The Flex DP is for when you have multiple published departure procedures that perhaps use a common fix/navaid.By selecting flex DP you can fly any of the published departures you like as long as you cross the common fix at some point outbound.:-waveMichael Collierhttp://jdtllc.com/images/RCbeta.jpg

Geof,Try doing a flight plan from Flint to say..Pontiac VOR and then back to Flint. KFNT..PSI..KFNTOnce airborne and then back inbound to Flint you should be able to request as many approaches as you like. You won't be "cleared for the option" but you can fly an ILS, go missed, hold as published or get vectors back around for a VOR, go missed, vector back for an NDB approach etc. You're only limited by your fuel capacity! :7Michael Collierhttp://jdtllc.com/images/RCbeta.jpg

I recall that setting wav caching on or off in fs would cause problems, but I don't recall the specifics. Any of you guys remember what that was about??The only thing I remember about that was with FS2000, where the FS2000 config file needed to be set as follows:(APL) <--actually in bracketsCACHE_WAV_FILES=0This is what my current FS2002 config file is set to as well. Also, for sound settings under the Audio HQ for my Creative Live Value card I have it set to the maximum of 32 simultaneous wave playbacks. This configuration has worked just fine for me. Mike Collierhttp://jdtllc.com/images/RCbeta.jpg

America West in the works? :7 :7 :7:-waveMichael CollierDispatcher/SOCAmerica West Airlineshttp://jdtllc.com/images/RCbeta.jpg

I hold an FAA Aircraft Dispatchers license and had the exceptional privilege of helping test RCv3. Rest assured you won't find a better ATC experience anywhere else for flight simulation! Michael Collierhttp://jdtllc.com/images/RCbeta.jpg

It did it's job just fine.."It" meaning the published arrival procedure provided proper guidance into the terminal area...and now approach control is doing it's job. Meaning that the approach controller is providing adequate vectors for sequencing off of the published arrival route to a point where the pilot will be in position to either:1) Fly a published instrument approach procedure or,2) Fly a visual approachThat's what I meant. :-)And a good Thanksgiving to you to sir.Mike Chttp://jdtllc.com/images/RCbeta.jpg

In the real world, it is extremely rare that a STAR is flown in its entirety if it includes segments within a 50 nm radius from the destination airport. In that respect RC is very "real"...Well stated! I completely agree, RC handles area arrivals extremely well. I made sure I noted that very scenario in the flight planning section of the manual. :7 It's quite common to start getting vectors off of the published arrival prior to crossing all of the fixes on the plate.Before anyone screams "foul", there ARE exceptions to practically every "rule". ;-) The slogan from a well known adult beverage comes to mind: "Some days are better than others". :-lolIf I had to sum up flying in controlled airspace in the real world AND with Radar Contact it would be with two words:BE FLEXIBLE A flight plan is just that, a PLAN. Once a flight is off the gate all bets are off and pilots will have to react to ATC needs in real time.I can just see Doug's blood pressure going off the scale when a pilot replies "Ahhh negative center, unable to make that turn for sequencing, I've not completed the arrival procedure yet". :-lol :-lolThe STAR ends whenever approach says it ends. I'll leave LNAV engaged along the published arrival up to the point where I start getting vectors for sequencing. At that point I switch over to heading select mode and put away the arrival plate. It did it's job just fine and now approach control is doing it's job. See y'all at the gate!:-waveMike Chttp://jdtllc.com/images/RCbeta.jpg

I will just keep an eye on her when she is flying...If it's Ruthanne you'd better keep BOTH eyes on her!!! I've been trying to teach her to fly without entering an inverted, flat spin for years. I think RCv3 may finally allow her to fly from A to B in an "upright and locked" position! :7 :7:-lolMike Chttp://jdtllc.com/images/RCbeta.jpg

I believe that FS2002, like FS2000, is coded to turn on approach and runway lighting during the day if the visibility is one mile or less.Mike Chttp://www.jdtllc.com/images/RCbeta.jpg

Stamatis,A couple of years ago I was coming back in to Phoenix from Chicago. Albuquerque Center kept us a little higher than normal due to traffic and when they did finally issue descent instructions the captain had to really work to make the crossing restriction. We were dropping out of the sky like a lead safe. Descent rate was close to 5000 fpm but, as you mentioned, the pitch transitions were done smoothly and unless I looked at the VSI I would have never known.:-)Mike Chttp://jdtllc.com/images/RCbeta.jpg

Doh!!! Image retracted! :7Mike Chttp://jdtllc.com/images/RCbeta.jpg

(edited for spelling)Blais, Glad that seemed to work out ok for you. As a general rule of thumb for descent planning that should work out fine. I always tend to remember as a "quick and dirty" formula that it will take about 3 miles to descend 1000 feet, which is very nearly the same as what Jim suggests in his book. If I'm at FL310 and I have a crossing restriction at FL240 coming up, I'll know to allow myself at LEAST 21 miles for descent. I'd probably go conservative and start down at 25 miles prior to my crossing restriction! ;-)(7000 feet x 3 miles per 1000 feet of altitude = 21 miles)This technique works well when flying aircraft that aren't FMC/FMGC equipped, such as the older DC-9's and 737-200's. When flying the newer FMC equipped aircraft the VNAV functions will often times provide you with higher descent rates since they will climb and descend as fast as practical while maintaining the commanded airspeed profile.Each aircraft is going to perform differently though so minor adjustments may have to be made. Enjoy! New Graphic - Yes/No? http://awva.net/images/Collier%20Pics/RC_Signature-4.jpg

"Uses UNICOM to broadcast intentions..." This is used when you depart VFR from an uncontrolled field and then pick up your IFR from center when you are airborne. Picking up your clearance after you are airborne in V3 works essentially the same way as it does in v2.x, except now in V3 you can announce your intentions on Unicom prior to departing. "ability to set VFR Squawk Code..." Again, similar in function to version 2.x when you cancel IFR, but now with v3 when you cancel IFR you won't be told to squawk 1200 as a default. You may specify what your VFR squawk will be. Mike Collierhttp://www.jdtllc.com/images/RCbeta.jpg

Blais,It was always my belief that the airline industry tries to use a descent rate of about 1800/ft-min but I would need on the order of 2500-3000 ft-min to meet RCATC's altitude requirement. No that's not correct. 1800/ft-min is what Microsoft has arbitrarily assigned as a default climb and descent rate in the autopilot mode control panel. Due to this, MS has created the misconception that transport category aircraft are flown by reference to vertical speed and that's not correct. Transport category aircraft are flown by reference to airspeed profiles, not vertical speed.Maintaining V2 + 15 on takeoff with a pitch of 15-20 degrees will yield vertical speeds around 3000-4000 feet per minute. Descending at 300 knots to 10,000 feet will also yield descent rates between 2000-3000 feet per minute. Perhaps try reversing your thinking just a bit: Instead of expecting the radar contact controllers to give you instructions based on your past methods of flying, you may need to adjust the way you operate your aircraft to comply with what ATC is requiring you to do.Keep the questions coming if you're still confused about something and I'm sure someone will be able to get you vectored in the right direction!:-waveMike Collierhttp://fsflightdeck.com/images/RCbeta.jpg

Rob,I don't think it's specified anywhere as to whether Otto is a FIRST name or a LAST name! ;-)So I guess our beloved Co-Pilots could well be a Miss/Ms./Mrs. Otto! :7:-waveMike Chttp://www.jdtllc.com/images/RCbeta.jpg

Not all of them wimped out JD, we did finally get Ruthanne to record the pilot scripts! ;-)Mike Chttp://www.jdtllc.com/images/RCbeta.jpg

Dan,In addition to the info Scott provided I think it's also important to note that when flying a published arrival procedure (STAR) you may or may not cross all the fixes on your chart before being vectored for sequencing for the active runway.In my opinion all versions of Radar Contact have handled this quite well. Once you are close enough for the approach controller to start giving you vectors that's when you may put away your STAR plate. The STAR did it's job as advertised by guiding you into the terminal area. Depending on the traffic demand at your chosen arrival airport you may get vectored sooner rather than later. This is perfectly normal and perfectly realistic. You might be surprised at how often aircraft are vectored around, rerouted, swapped from one departure or arrival "gate" (DP/STAR) to another etc, to accomodate traffic flow. While controllers are bound by set rules and regulations for traffic separation, phraseology, etc, the system as a whole is not a static entity. Something as "simple" as an ILS system suddenly becoming inoperative at an airport such as Newark New Jersey in low IFR conditions can render them essentially a single runway airport. When something like this happens, entire blocks of airspace have to immediately be adjusted to accomodate the miles in trail separation required for a single stream flow. This can affect sequencing as far back as Kansas City Center airspace!! For what my opinion is worth you simply won't find another air traffic control package for flight simulator that comes anywher NEAR the realism radar contact offers right now in version 2.x and the upcoming version 3. Michael Collierhttp://www.jdtllc.com/images/RCbeta.jpg

Hi Frank,I'll start in reverse order since that may help clear up some things along the way. Aircraft performance standards are outlined in FAR part 25: Airworthiness Standards: Transport Category. It's some reeeally dry reading with a lot of math involved. :7How is Vref calculated for a particular aircraft? Basically Vref , or landing reference speed, is calculated based on 1.3 times the stalling speed of the aircraft in the landing configuration. This is/will be a variable number based on the weight of the aircraft and the desired landing configuration. Some examples of B737-300 numbers would be:Landing weight 100,000 Vref:Flaps 15 - 137Flaps 30 - 127Flaps 40 - 123 Landing weight 95,000Vref:Flaps 15 - 133Flaps 30 - 124Flaps 40 - 120Is Vref only significant for takeoff and landing? Vref is significant for landing. For takeoff your performance figures are in terms of V1, VR, and V2.V1 - Takeoff Decision Speed. The calculations for this speed can get pretty complex since it has to be derived in direct association to Vef, which is the speed at which the critical engine is assumed to fail. The V1 speed will also be directly affected by runway length for accelerate-stop distance calculations, and flap settings. The bottom line is that V1 is your last chance to decide whether you will reject a takeoff or fly. Any problems after V1 you're committed to fly, you don't have enough runway remaining to safely reject a takeoff.VR - Rotation Speed. Vr may not be less than V1, or 105 percent of Vmc, which is the minimum controllable airspeed with one engine inoperative. This is the speed where you can start to bring the nose up. V2 - Takeoff Safety Speed. This one gets pretty sticky as well. At this airspeed you have sufficient lift available to provide the specified climb gradient of 1.2% from the runway surface to 400 feet on a single engine if necessary. Why, for example, are speeds for approach flap settings given in the form, Vref+number? I've seen that type of information in the aircraft flight manuals. That, to me anyway, seems to be more of a blanket performance schedule issued by the airplane maker. Referring back to the Vref info above, it's a variable number. So Vref + 20 at 100,000 pounds will be a different airspeed than Vref + 20 at 95,000 lbs.Airlines will have speedbooks in the aircraft that will give you hard and fast numbers to abide by for each weight and flap configuration so there won't be any guessing going on. The dispatch release will also provide performance numbers to the flight crews.I hope this helped a bit! Again, FAR Part 25 has all the dry details you'd ever want.Mike CollierKPHX[table border=1 bgcolor=#eeeeee][tr][td rowspan=2] http://avsim.com/flightdeck/images/Radar_small.gif[/td][td] America West Airlines and proud to be a Beta Tester of[link:www.jdtllc.com]Radar Contact]The premiere ATC adventure add-on for FS

Hey Robert,Feel free to poke fun at us but at least get the name right..It's America West, not American West. :7:-waveMike CKPHX