Jump to content

Bob Scott

Root Admin
  • Content Count

    9,820
  • Donations

    $0.00 
  • Joined

  • Last visited

Community Reputation

6,135 Excellent

About Bob Scott

  • Rank
    President & CEO

Profile Information

  • Gender
    Male
  • Location
    Colorado, USA

Flight Sim Profile

  • Commercial Member
    No
  • Online Flight Organization Membership
    Other
  • Virtual Airlines
    No

Recent Profile Visitors

19,854 profile views
  1. Nobody would fault the FO for breaking the sterile cockpit rule to get emergency aid to the captain. One big problem not mentioned is how a female (making a probabalistic assumption here) flight attendant gets a larger, heavier pilot out of the seat of a micro-airliner like the ERJ single-handed without posing a risk to aircraft control. Things are pretty tight on those flight decks, and the last thing you'd want is to unbelt and try to manhandle the guy in close quarters and end up with a full-grown unconscious man draped across the yoke a few thousand feet above the ground. The FO can't really help--he's as busy as a one-armed paperhanger trying to get the airplane back to a crazy-busy airport. The one thing I did find worthy of some second-guessing given what's known, is why they didn't get paramedics and a stair truck out to the end of the runway to meet the jet, rather than marshal the EMTs to the gate to meet them after an extended taxi in--KORD is a big place, and driving a couple miles at taxi speeds eats up a lot of time. From listening to the ATC audio, it seemed that the FO didn't think they'd have a way to get him off the jet anywhere but the gate...I'd bet that airport fire-rescue at a big airport like O'Hare has equipment for that. I'd have at least asked the question. Might not have made any difference, but time is heart muscle, especially if you can't do CPR.
  2. Is that using the FSL Control Center? Did you try running Control Center as admin? This is probably best answered by FSL via an e-mail to their support (support at flightsimlabs dot com).
  3. One other point worth mentioning--there is a limit to how far the GSX spot can be moved. If your revised parking/stop position in GSX is too far from the spot as defined in the airport file (aka AFCAD/ADE/AFX file), it won't be saved. The cure for this is to first correct the airport file. The best way to do this is to slew the jet into the proper position on the parking spot, open ADE and connect it to the sim, and then drag the parking spot to coincide with the red airplane icon.
  4. Update--RC4ToXplane was recompiled with the new XP12 XPLM libraries and now works with XP12.
  5. And having that second spot as a place for learning the ropes is a super-important point, too--the right seat in an airliner is the training and experiencing platform that produces experienced captains. The concept of a single-seat operations environment begs the important question of where the experienced pilots would come from. You can't just assume them into existence, and they don't grow on trees!
  6. -7C ISA temp dev or -7C OAT? I was able to get snowfall at colder temps, but it is coming down black and looks like volcanic ash rather than snow.
  7. I'd first try opening the calibration GUI in Windows (Control Panel -> Devices and Printers) and check if you can see uncommanded axis movement on the calibration page. If there is, it's pretty clearly a problem with the joystick. Also, make sure you don't have a second axis assigned to the throttle axis. If P3D detects a new device it'll make some default axis assignments that can interfere.
  8. The issue with the hidden posts was the accompanying personal sniping and/or linkage to posts hijacking the thread with sim-vs-sim arguments.
  9. The topic of this thread is GPU load and memory use in XP12. Not MSFS performance vs XP12 performance. Not MSFS *anything*. The OP asked a specific question, not for another sim-v-sim free for all. A couple of serial thread hijackers are close to getting a special invitation to a newly-formed group that excludes access to the XP forums. I don't like to put up walls, but I certainly will if needed to keep the peace.
  10. So your answer to pilot deviations is to reduce the manpower on the flight deck further by replacing two pilots with a single task-saturated pilot and some more automation? The unfolding debacle with self-driving cars is bad enough...now you want self-flying planes? Technology isn't infallible, either--think back to the Turkish Airlines Boeing 737 that crashed short of the runway at EHAM because the radar altimeter malfunctioned and commanded the autothrottles to idle more than a mile short of the runway, putting the jet into autoland flare mode. Two pilots still didn't catch that one in time. More automation is not necessarily better or safer. "Ladies and gentlemen, your pilot has apparently been incapacitated and has stopped responding to control queries. This message is to inform you that our proprietary automated sytem is now flying the aircraft. Remain calm, there is no cause for concern...concern...concern...concern..." I'm a retired USAF pilot, and I have no vested interest in shilling to preserve commercial pilot jobs or compensation. I have, however, faced the challenges of flying crew-operated complex jet aircraft in our dynamic and crowded airspace environment. A lone pilot on the flight deck is going to be more prone to falling asleep or otherwise becoming bored/complacent, and without checks and balances or backup. The odds of a missed or misunderstood ATC clearance go up. One less pair of eyeballs looking for traffic means higher probability of a midair, especially with light VFR aircraft that do not have TCAS. The odds of an accident due to spatial disorientation--a constant threat to single-seat military pilots--goes up. The workload during a time-critical emergency is quite likely to prove beyond a single pilot's capabilities--think Sully Sullenberger and his crew losing both engines and putting an A320 into the Hudson as an example. There was a lot more to that time-critical crisis than just flying the crippled aircraft--emergency engine failure and restart checklists, selection of a ditching site, coordination with ATC to make their intentions known and get river rescue going, coordinating with the cabin crew to prep for a near no-notice ditching, etc. All in a couple of minutes--everything all at once. No way one guy pulls that off with just HAL9000 at his side. Even non-emergent contingency situations could become crises with one pilot--an example would be holding, missed approach and divert with min fuel in a rapidly deteriorating weather environment. That second pilot is worth his weight in eggs when that kind of thing happens. The fact that crews are imperfect and occasionally commit errors does not negate the fact that multiple crew members continuously checking each other's work prevents many more errors from occurring every hour of every day, and permits crews to handle extreme workload peaks that a single pilot cannot.
  11. It's sorta like getting surgery and having your surgeon double as the surgical nurse...I mean, why can't the spoiled prima donna just grab his own tools off the tray like any decent mechanic? Of course when something goes wrong, do you really want him hunting around the OR for a Satinsky clamp while you're bleeding out on the table? Two sets of eyes and ears add a lot to your safety--sure, you could get bye with just one up-front most of the time, but the number of times one pilot catches an error on the part of the other, a missed radio call, etc is not trivial at all.
  12. An addendum--you'll also want to add these three lines to your XPUIPCOffsets.cfg file to compensate for XP12's altimeter temperature error simulation, otherwise ATC will be yelling at you for being off your altitude a lot. Dataref Ht_m sim/flightmodel/position/elevation double Dataref Ht_temp_corr sim/weather/aircraft/altimeter_temperature_error float Offset 0x0574 SINT32 1 r $Ht_m $Ht_temp_corr 0.3048 * + 0.5 + round
  13. I just saw a twitter post with an ADS-B track on that plane that was reporting wild altimeter fluctuations to altitudes over 100,000 ft MSL and some bizarre groundspeed data. That's not consistent at all with the video of the aircraft coming down final in an extreme nose-high attitude, then stalling and rolling off on the left wing. It sure raises suspicions of an instrumentation problem. It'll be interesting to see what the DFDR data shows. https://twitter.com/AeroMarcos320/status/1614609321878331392
×
×
  • Create New...