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Everything posted by PeteP

  1. >>Three to Tree???"Clear to land runway zero tree"............What a laugh hehehe<
  2. "ATC then instructs me to fly a heading in the oposite direction What am I doing wrong?"It's very simple, Marcel - you've missed a waypoint and RC is trying to turn you back so that you can fly over it and get 'credit' for it. You need to pass within 2nm of each waypoint in the departure phase and 5nm in the en-route phase for RC to register that you have progressed that waypoint. As in the real-world, it is your responsibility to manage the navigation of your aircraft to ensure you stay within these parametersRadar Contact displays the name of and the bearing and distance to what it believes is active waypoint at the top of the FSUIPC display window. If the bearing shows it is behind you and the distance to it is increasing, then you know you've missed it. There is a straightforward workaround when this happens. Page through the menus in the FSUIPC display window until you find the "Dir Ckpt" entry. Selecting this will give you a list of your flight plan waypoints. Select the one that matches the active waypoint in your FMC and all will be well.Pete
  3. "One other issue is when I am in level flight at the assigned altitude I keep being informed about my flight level even though all looks as it should be - am I missing something else?"Mike,It's 99.9% certain that this is due to you flying with a mis-set altimeter. Don't worry, this is a very common mistake - professional pilots sometimes do it in the real world, too - so you're not alone. :-) The best way to start getting things right is to follow jd's suggestion and get to grips with the concept of the Transition Altitude and Transition Level in the manual. You'll find the basic information on pp107-108. After that, I strongly recommend you fly the European tutorial - a flight from LFML to LSGG which has some practical guidance on European altimeter setting procedures. You'll find this on page 264.To help you along, here are some tips:1, Don't use the "B" key! This is set up for the US system of an 18000ft TA and, in a country like the UK, for example, with a Transition Altitude of 3000ft (and variations up to and including 6000ft at certain airports) it will give you the wrong setting on many occasions.2, Listen carefully to your clearances. If the controller precedes the figures in a vertical clearance with the word "altitude" and follows them with the word "feet" - for example, "climb to altitude 4000 feet" - then you know you must have QNH (the local pressure) set. If the controller precedes the figures with the words "flight level" - for example, "Descend flight level 50" - then you know you must have the standard setting of 1013.2 mB/hPa on your altimeter sub-scale.3, Again, listen carefully. Your co-pilot will give you a very useful reminder of the need to reset the altimeter when climbing or descending by saying "altimeter check" at the appropriate time - at the moment in RC4 this is set to happen 300ft above the TA when climbing and 300ft below the actual altitude of the Transition Level when descending. This is not the signal to change your altimeter setting but an instruction to check that you have! So, if you hear "altimeter check" and you haven't just reset you altimeter, the chances are you've got the wrong setting on and you need to put it right.That should get you started.Pete
  4. "I'll fly it when time permits. Maybe tomorrow."I've just finished flying it and everything was as expected. Transfer from London to Paris was 20 before ETRAT (a tad late in the real world, I suspect, but nothing too serious) and the UK chatter stopped immediately on transfer as it should.I suspect a "refly" with Debug on by Eytan with the resulting log sent to jd may be the only way to get to the bottom of this one.PP
  5. About 100 miles west of LFPG, the French chatter kicked in.What I'm having trouble grasping Eytan is how you ended up "about 100 miles west of LFPG" on a flight from EGKK. If you mean about 100 mile north-west of LFPG, then that would put you roughly mid-channel (the English Channel that is) somewhere near the waypoint XIDIL which is on the boundary between the London and Paris FIRs.Bearing in mind the way RC has been programmed, this would be the correct place to change from UK to French "chatter".Pete
  6. You certainly shouldn't be hearing London centre when over France. Yeah but we can dream can't we?}( }( And soon it may not be just a dream. With the inevitable rationalisation of ATS providers following the introduction of the Single European Skies (SES) initiative, who knows who will be providing ATC services to whom... and where!Pete
  7. I noticed that I cannot request a relief on the 250kts speed restriction after departing any US airportYes, that's the way it's been set up in RC. If you're flying in an area subject to ICAO rules, the departure controller can can cancel the departure speed restriction; in FAA areas, this check box that operates this feature is not active.but am I absolutely not allowed to go above 250kts below 10,000ft in the US?There are 2 methods you can use in RC to exceed 250kts below 10,000ft without getting yelled at - one mirrors real-world practice, the other is a workaround.If you've selected your aircraft type as "heavy", you can go to page 2 of the menu after you've contacted Departure and there you'll find an entry allowing you to request relief from the 250kt speed limit. If my memory serves me correctly, you'll be allowed up to 280kts but remember, this only applies if you've filed as a "heavy" with RC.If you're not flying a "heavy" you could also try this workaround. At start-up, click on the "General" button and at the bottom right of the page that appears, you'll see an entry marked "250kt Alt". This is set by default to 10000ft but you can edit it to a much lower altitude. It was not designed to circumvent US rules - it's a legacy from earlier versions of RC - and I've never tried it in the US, however, I see no reason why it won't work. Give it a try with, say, 2000ft set and you should be able to accelerate to above 250kts without RC's speed watchdog barking once you're above this altitude.ATC at least at Heathrow gives the Departure Procedure to be followed. Is this simply impractical to be done in RC? The short answer is yes, it's completely impractical with the current method of getting RC controllers to "speak". Everything that's voiced in RC needs a .wav file to be recorded - have a look in the "Winwood" folder to see just how many there are for RC4 and RC5 already has many more planned. I don't know how many differently-named SIDs/DPs there are throughout the world but it must run to many thousands and each of these would have to have a .wav individually recorded for each pilot/controller set. Even selecting a small number of major airports would cause an unacceptable increase in the number of sound files needed so I can't see RC going there with its current sound format. Also, ATC had the aircraft hold at certain altitudes (e.g. 6000) for a bit before having them continue to climb. Then they would level off again, then climb as usual; being cleared for a higher altitude before they reached the previously cleared altitude. Is this planned for Version 5 or is it also impractical?Being stopped-off at intermediate altitudes/levels is a common occurrence in areas of high traffic density especially where there is not a lot of room for manoeuvre as is the case around the London airports, for example. I don't know what the plans are in this area for RC5 so I'll leave it to jd to answer that part of your question.Pete
  8. "i don't see anything wrong with what is in the r4.csv file compared to what is showing in the other window"Maybe I'mm reading it incorrectly but it looks to me as if the r4 file has the same frequency (109.1) for both 35L and 35R - not a healthy state of affairs.Pete
  9. "In order for the co-pilot to fly the plane do I put the auto-pilot in GPS or Nav mode?"It needs to be in "NAV" mode, Bill. You also need to have the autopilot "ON" and the "HDG" and "ALT" modes armed. In this condition, Otto will control lateral navigation from waypoint to waypoint and climb or descent in accordance with the RC controller's instructions. You have to control speed and rate of climb/descent."I was waiting for a heading change to line me up that never came. Maybe my expectation was wrong."That's very odd and you're expectations are not wrong. RC will put you on a closing heading for the localiser and when you're cleared for the ILS by the controller, Otto is programmed to arm the "APR" mode on a standard autopilot.Try the flight again with Debug on, Otto flying and the autopilot set as above. If he doesn't arm "APR" at the appropriate time, please send a log to jd - instructions on how to do this are pinned to the top of the forum.Pete
  10. OK, thanks, that's useful information but as jd seems to have taken over, I'll butt out and let you continue this discussion with him. P.
  11. when descending I press B when the copilot says "Passing transition altitude captain, please check altimeters." Hmmm... that doesn't sound too good to me. Unfortunately, I'm not familiar with this FXPax but can it be programmed with the actual Transition Altitude - in your case approaching Jersey, 3000ft - or does it use the US TA of 18000ft to trigger this message? If it's the latter, that would explain your problem because pressing the 'B' key on passing 18000ft sets the QNH.Pete
  12. Well, I'd be willing to bet jd's salary that yet again this is a case of a mis-set altimeter - it certainly has all the hallmarks of one especially as RC ATC reacted as if you were at FL120 as you passed what you thought was FL119 descending.You say you had standard pressure set - I don't suppose you used the 'B' key to confirm it was set did you? If so, that was your problem. The 'B' key is set up to work with the US Transition Altitude of 18000ft and if you press this key below that altitude, it will actually set the QNH rather than standard pressure regardless of what the actual Transition Altitude is. In other words when flying outside North America, don't use the 'B' key - always set standard pressure or the QNH manually on your altimeter's sub-scale.Just for the record, although not technically a part of the United Kingdom, the Channel Islands use the standard UK Transition Altitude of 3000ft and, unless you changed it, this what RC uses too.Pete
  13. Hi again, Rick,You're absolutely correct - both airlines have incorrect scripts and, therefore, incorrect .wav files have been recorded. I thought we might be lucky with PSA because, in addition to a PSA.wav, there is also a Blue Streak.wav but both have been recorded as "PSA". The same has happened with Chicago Express - although there is a Windy City.wav file, it has been recorded as "Chicago Express".It is possible to take parts of existing wav files and "stitch" them together in a sound editing program to make new wavs. Graham Jackson, one of the RC Beta Team has done this to make some new UK call signs and airport names but you have to lucky enough to find the right sounds in the existing wavs and it has to be done for each and every pilot and controller sound set. I doubt this is a very practical proposition but I'm sure Graham will be happy to give you more details if you want to try.I'm afraid the best I can do is to flag-up these errors to Doug for correction when the V5 pilot and controller sets are recorded.As far as "Premiere" goes, it's the call sign of Premiere Aviation Services, a specialist British helicopter charter company who run a number of the UK police helicopter operations.Pete
  14. don't really understand the above advice. Where should I be looking for the controller's page?Start RCv4 and load a flight plan which has the new airfield as either the departure or destination. When the "Controller Info" button becomes 'active', click on it and a page will open containing, amongst other things, details of the departure and destination airfields. By checking the boxes next to Departure, Tower, Approach etc., you can activate these functions and set the frequencies as required.This information is stored in the f4.csv file which you will find in the rcv4data folder. You can add data lines for new airports using the following format:ICAO code, airport name, atis frequency, clearance frequency, ground frequency, tower frequency, unicom frequency, multicom frequency, approach frequency, Departure frequency If you do decide to edit this file, please make a back-up first and open it in Notepad or a similar text editor and NOT with Excel or another spreadsheet.Pete
  15. That's strange, Rick, because it is definitely in RC v4. The entry in the airline list is 'KLM Cityhopper - Netherlands' and it's right there above the main KLM entry. I've just checked and it's also supported in v3, just in case you are still using an earlier version.If you are using v4 and still can't find it in the airline list, open the c4.csv file which you'll find in your RCv4data folder. Open the file with Notepad or a similar text editor and NOT Excel or a similar spreadsheet. Scroll down the list and see if this entry is there: KLM City Hopper,KLM City Hopper,KLM Cityhopper - Netherlands,0, 0If it's not, you can paste it in above the main KLM entry, save the file, and restart RCv4.Pete
  16. Any ideas anyone please?Yes, Peter, as always with these problems, the cause is a mis-set altimeter.The Transition Altitude at Jersey (both real-world and RC) is 3000ft. This means that you would have been cleared to FL60 and not altitude 6000ft which means you should still have had the standard pressure of 1013.2mB set on your altimeter and not the QNH.If the QNH was significantly different from 1013.2mB, this would cause enough of a vertical difference between FL60 and 6000ft to set off RC's altitude "watchdog".Pete
  17. just want to make sure I understand it correctly ;)No problem at all, Martin. RC is programmed to take the QNH and Transition Altitude at the departure and destination aerodromes and apply this information to a look-up table to calculate the appropriate Transition Level.Here's an extract from an actual RC log of the calculation made with a QNH of 1013 hPa:departure pressure = 29.91778 transition altitude is 4000 transition level is 60 arrival pressure = 29.91778 transition altitude is 4000 transition level is 60 You'll see that the calculation is not done in hPa but in/hg - whether this is just the way jd has written his code or because that's the format in which fsuipc passes the data, I don't know, but that's how it' done. In the example above, RC calculates that the correct TL for a TA of 4000ft is FL60. On your flight, with that QNH and a TA of 11,000ft, RC would have set a TL of FL130. Now, if you remember I said that the "altimeter check" wav was programmed to play as you passed 300ft below the actual altitude of the Transition Level. With a QNH of 1013, FL130 would have been at an altitude of 13,000ft so, on passing 12,700ft, the routine would be triggered and, allowing for a slight delay in the wav playing and your rate of descent, you would have heard it at about 12,500ft (FL125) which is exactly what happened.So, I hope that makes it clear that RC is working correctly in this area; what I'm concerned about is why you weren't given the QNH when you were given descent below the TL but, with luck, the log you sent to jd should give the answer.Pete
  18. I've created a debug file and sent to JD ;)Thank you, Martin, that will be a great help in tracing the problem.the altimeter check came too early (at around 12,500 while the TA there is 11,000)Ah no, that's when it's supposed to give the altimeter check and it is working correctly. It's not the Transition Altitude that's the important datum for resetting the altimeter on descent - it's the Transition Level. If you read my previous post again you'll see that I said the "altimeter check" call is programmed to run as you pass 300ft below the actual altitude of the Transition Level which could well be around 12500ft with low pressure and a Transition Altitude of 11000ft.You need to remember that the "altimeter check" call is just that - a check by the co-pilot to ensure the altimeters have been reset correctly. It is not an instruction to do so. When flying outside the US you should reset your altimeter as soon as you commence your descent from a Flight Level to an altitude. If you leave it too late to set the QNH, you'll be through your cleared altitude before you realise it and you risk what we call a "level bust".Pete
  19. About QNH, I very often get the message "altimeter check" during descent but didn't get a QNH yet.Thank you for reporting this, Martin. The "altimeter check" message is set to be called by the co-pilot when you pass 300ft below the actual altitude of the Transition Level on your descent to an altitude. In these circumstances, you should always have been given a QNH before you hear the "altimeter check" message.It would be a great help if you could try to replicate this situation with 'Debug' on and then send the log file to jd. The full instructions on how to do this are pinned at the top of this forum.If you're absolutely certain that this is happening in the way you describe, you may have found a problem that needs investigating and the log will be very useful.Pete
  20. A visit to the FAQs is usually worthwhile when you get a problem like this, Dave.Try this one: http://www.jdtllc.com/faq.htm#29 It should be some help.Pete
  21. how can i get rc4 to give me the qnh in millibars instead of inchesRC4 will give always the pressure setting in the format appropriate to the area in which you are flying. In what we class as the 'FAA area' - essentially North America - inches of mercury are used and in the 'ICAO area' - essentially the rest of the world - hectopascals/millibars are used.If you are asking if there is a setting you can change to force RC4 to always use hectopascals wherever you are flying, then the answer is "no".Pete
  22. Not that I know of - for free that is but ICAO will be very happy to sell you a copy of edition 138 for $147! x( PP
  23. i can't find any mention of webjetIt's in the latest ICAO Doc8585, jd.The details for Doug are:Airline name: Webjet Linhas AereasICAO 3-letter code: WEBCall sign: Web-BrasilPete
  24. Still haven't found out how to turn off ATC sound tho. :)Try this FAQ, Vic - it may help.http://www.jdtllc.com/faq.htm#17
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