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About joherszch

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  • Birthday 08/04/1987

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    Aviation, Music, Guitar, Computers, Technology

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  1. Hi, Flying primarily in Europe I wonder if it would be possible to have the possibility to change from “center” to “control” in the same way it is possible to from “point” to “decimal”? Or if it is possible to just have the “name” and set the control, radar, information etc as desired in the bvcf.bgl.xml file? And initial clearances, is it possible to have the option to omit the “expect higher xx minutes after departure”?
  2. Hi, I just finished building my new rig and I have this chirping/cricket noise from the computer. I have tested stopping each fan individually, sound remains. The sound: https://www.dropbox.com/s/08y34515v2qn9u6/Chirping%2Ccricket noise.mp3?dl=0 Specs: GPU: ASUS GeForce RTX 3090 TUF OC GAMING CPU: AMD Ryzen 9 5950X MOBO: ASUS ROG Crosshair VIII DARK HERO Memory: G.Skill Trident Z Neo DDR4 3600Mhz 32GB PSU: Corsair RM1000i HDD #1: WD Black SN750 1TB M.2 SSD HDD #2: WD Black SN750 1TB M.2 SSD HDD #3: Samsung 860 EVO 1TB SSD HDD #4: Samsung 860 EVO 1TB SSD Case: Corsair Obsidian 500D Tempered Mid Tower CPU cooler: NZXT Kraken X63 Does anyone know what it might be? It's unbearable to me....
  3. I could at least download it on my iPhone using Safari without any login. Or is the file password protected?
  4. You could check out (even though made for P3D V4.5): https://turkishvirtual.com/turkishvirtual_LTFM_scenerys.asp and see if it sufficient for your needs.
  5. New video from Rob, https://www.youtube.com/watch?v=ZMgJ9W7CVf4 showing off Orbx NorCal, SoCal, KMRY.
  6. Looking at the total for the whole package and Captain Sim’s general reputation, I think I will remain a guest 😶
  7. A Localizer Performance with Vertical Guidance (LPV) approach gives both lateral and vertical guidance. It also requires a SBAS (EGNOS, WAAS, MSAS, GAGAN) which most G1000 have. The LPV approach (and LNAV/VNAV, LNAV+V on G1000) make use of the SBAS calculated “GPS altitude” for the glide path, meaning it is not dependent on either pressure of temperature. The LPV approach has more or less the same design criteria as an ILS approach (which is why the decision height can be as low as 200 ft).
  8. LPV is available in Europe as well via EGNOS.
  9. Thank you for replying Rudi! I don’t want to sound like a besserwisser here, but it is based on real world data and my experience with the engine. The 10% load, at 0% load the engine will not stop, 0% load = power levers idle. A load of 0-4% is expected on ground with the power levers set to idle. At 10% load you will start rolling. In the air you could get up to at least 30% load with power levers set to idle, but only at high altitudes (due to combustion process). In addition the engine must run at a maximum load of 10% for one minute before shutting down to avoid heat damage to the turbocharger (AFM Page 4A - 60). Below is an example of power levers set to idle with an indicated 0% load at approximately 6600 ft indicated: The pitch and power values were a bit exaggerated, the power setting is just fine, it should settle around 45-50%. The pitch angle should be around 3-4° nose down as seen below: Last but not least, again, I not want to sound know-it-all (although I might with the information presented above), but rather share my experience from using the Austro Engine in real life. The Vertx DA62 is nothing short of amazing in my humble opinion! 😄
  10. Amazing aircraft! The whole feel of the aircraft is immersive like no other rendition of a Diamond (or any other) aircraft I've have ever flown in Prepar3D v4. Those small nuisances like the lag when setting the Power Lever (angle) until actual percentage is obtained is exactly like the real thing! Things I have noticed so far: Does anyone know why the load does not go below 9-10%? They should go down to 0% on idle (except on high altitude where this value could be roughly 20% to keep the combustion process going) Pitch value and power setting on a normal 3° approach with gear down and flaps approach is slightly off, settling in the Vertx at 100 KIAS with 48% load and a 0° pitch, should be 100 KIAS with 30-40% load and a 5° nose down pitch. 0° is normally obtained if you fly a 3° approach in a flaps up configuration. ECU test should not go higher than at approx. 40% / 1800 RPM. The nitpicky list RPM values should be in increments of 10 (2100, 2090 etc.) instead of 1 (2099, 2086) DME / GPS values should be in one decimal up to 100 (8.1, 8.0 instead of 8.05, 8.03) NAV / COM radio should have a cyan box with white text to indicate which box is actually tuned This is in no way something that should put of anyone in doubt whether to buy or not to buy this amazing rendition of a Diamond aircraft!
  11. You probably got a good insight from Rudi regarding the engine management system. I have flown more than 1000 hours on the DA40 NG and DA42NG which have the smaller Austro Engine AE 300 (E4A, E4B & E4C). And it is a joy to fly with these engines! Little to no vibration, quiet and powerful, in addition with the ECU and the power lever(s) it is really easy to operate. So yeah, it is more or less "set and forget" the load (%) you like. The ECU will then take care of and regulate all important parameters for engine operation. If you have any questions, let me know I will happily answer them!
  12. I use ENVSHADE by TOGA projects, which modifies the shaders and gives a nice dark night and not that half bright night by default. I think it’s only $7.
  13. Not in the V1 at least, and I cannot see it in any of your pictures above even though you have approx 31 kts of crosswind on the "Untitled-15 by Ryan b, on Flickr" picture.
  14. Ryan, it is a magenta diamond symbol that is visible on the HSI and shows your current track. Having flown G1000 equipped aircraft for 1000 hours in real life it is an invaluable tool, especially when flying IFR. When being established on the CDI, all you need to do is place the track bug on the course and you will stay established (as shown on the image below):
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