awralls

Cheers Bryan. And Kimmo, thanks for the clear and thorough explanation. All is clear now. I'm now sold on the product. For the reasons I mentioned elsewhere, I had misgivings at first, but my mind is racing (well, stumbling, anyway) with how good this would be with a high-end product. Anything from PMDG is a given, and I have a soft-spot for the old F1 ATR, but I'd also ask you to consider some of the other high-complexity aircraft around, especially the Fly The Maddog MD-82. Anyway, thanks again for the help and a great product.CheersAndy

Excellent. Thanks for the info.Andy

I'm not a pilot but a retired RAF Air Movements Officer with a few hundred hours on VC-10, Herc and Tristar jump seats. I've certainly been present when the captain has requested a descent, but having done so, has then acted on the instruction immediately. Why would he ask to descend and then ask to delay it once clearance was given?One thing that I wish RC did model was the 'Be level by.....' instruction which is very common in Europe and the practically everywhere else (except the US from my memory of flights into KIAD and KSEA). Having to descend and level off by an en-route waypoint is another level of complexity for the pilot and adds to the interest and workload during this busy time. Andy

Bryan,The PF/PNF interaction at take-off/climb-out is extremely engrossing, but I'm a little unsure what the PNF is doing some of the time. Specifically, what actions are taken when as PNF I call "SET CLIMB THRUST" and "SET FLAPS UP SPEED". I'm setting an N1 % prior to take-off and using the N1 (TO/GA) button on the MCP at the commencement of the T/O roll, so it's in N1 A/T mode during climb out. Therefore, my assumption is that a reduced N1 % is selected on the CLIMB THRUST call. As for the other, I'd assume a SPEED HOLD mode would have been selected followed by a speed command to 210-220 knots. The latter is not happening though, so I end up issuing a verbal SPEED HOLD and SPEED 220 command. Is that how you plan it working?Finally, one little request - how about a verbal CLEAR ON THE LEFT followed by the FO calling CLEAR ON THE RIGHT after the taxi light is turned on?Cheers,Andy

Bryan,The FO's Before Taxi flow has him set the Engine Start Switches to FLT (presumably that's continuous ignition?). The Before Taxi Checklist has the FO challenge "Engine Start Switches" and the PF's response "GROUND. THe switches are being set to FLIGHT so the listed response in the manual is incorrect. I've not tried answering FLIGHT and seeing if that's accepted as well.Andy

Bryan,Just a quick note to confirm that disabling the engine start function from the GoFlight pushbutton panel restored the full Fs2Crew 2010 functionality. Something to bare in mind as there's a lot of GoFlight users about.Cheers,Andy

OK, points noted. On the flaps thing, I meant to disable commands BETWEEN the after take-off checklist and the approach checklist since there should be no flap action during that time. However, your more obvious suggestion to disable VR is a bit simpler. See, that's why you make money out of this stuff!!As to to your tips, I've run the VR training extensively and many times...remember I said I used VoiceBuddy, and I also use VoxATC when feeling particularly masochistic. My machine and I are on intimate terms....The Go flight buttons sends an engine start command as long as it is pressed. I.E. if you press and then release, nothing will happen. You have to keep it depressed to spool past 20% n2. I should add that I've also been fiddling with the panel to make it vaguely realisitic...added the ISG ND, PFD and FMS for example. However if you're not reading switch positions than that's unlikely to be an issue. I was also running FSpassengers (hence the annoyance over the flaps thing...it cost me $1.5m on a flight from TJSJ to KMIA to fix the shredded flaps after Marvin, my FO decided to see if they'd work at FL380. I fired him).I'll try a flight using a completely default 738 with no mods and no add-ons and see if it's any different.CheersAndy

Bryan,Congrats on taking a leap into the void! I'm still unsure that VR is where it needs to be yet, so this is quite a risky enterprise. Therefore I think you deserve credit for trying to make it work.First, I have one issue. On calling 'START ENGINE 1/2" I only get a brief flash of the light and then no further spool up - i.e. no increase in N2. I have to start the spool manually. I do have GoFlight buttons configured for engine start but I don't see how that could affect it.The other points are mainly issues with voice recognition. I became concerned as soon as I saw the advice to speak with an American accent! Have you any idea how ridiculous that is to a Brit! <G> Seriously, there do seem to be some areas where recognition is weak. Flaps 2 and Flaps 10 being confused regularly, and try as I might, I cannot get what I call the 'complex' commands to work. Things like the V-speed line or the MCP line. I wonder if these would be better separated into individual elements for now?I've used Game commander extensively in the past and I'm using Voice Buddy with FS9 quite successfully, and their advantages are their flexibility. If a command doesn't work, you can usually come up with an alternate phrase that improves responses. The worry I have with your approach is that everything is hard-coded so if a user (especially an international user) runs into trouble, there's nothing much that can be done (except embarassing attempts to sound American!). Hope that doesn't seem too negative. If I wasn't behind the idea, I wouldn't have supported you by buying it and flying a default aircraft which I absolutely HATE! <g>One other suggestion...disable flap actions until the approach phase commences. I'm getting flaps deployed in cruise from ambient sounds.Any help with the engine start thing would be appreciated. I am using the alternate panel file you recommended, if that's of any relevance. I assume that it has been tested.Take care,Andy

JD, that's exactly the point. In the real, 250kt relief isn't a planned activity, it's granted by ATC as circumstances permit. That's not how it appears in RC4, so if you're saying that RC5 will either make the call based in the amount of AI traffic in a given radius below given altitude, or simply as a random event, then great. I'm just suggesting that the pilot should not be expecting it.Regards,

JD, is there any chance that the 250kt limit relief could be randomised? At the moment, you know you're getting it because you select it. In reality, it's provided if traffic permits, and that is not something that would be known during flight planning.Thanks

Apologies for cluttering everybody else's bandwidth with a personal enquiry, but I tried emailing support@precisionmanuals.com last Wednesday and have yet to receive a reply.My order for the MD-11 paper manual set was received by you and my card debited on 16 October. No goods have been received as yet. I should be grateful for confirmation of shipping details and a tracking number if possible. If you can direct me to an email address that you do monitor and from which I can exepect to recieve a reply, I should be pleased to take this off line.Thanks

According to your post above, license keys are available through the orders history page. Does this apply if the 96 hour limit is expired?Since it's past the 96 hours and I need to reinstall ASX I am stuck. I have the file but not the key. I have emailed you but not recieved a reply for over 24 hours. I would appreciate a response.Thanks

Hmmm, not sure about that. Taking one airport I know well, EGNX, the UPS ramp has all aircraft park nose in and they're pushed back to exit the ramp. I think that's pretty common, to be honest.However, if manually selecting 'yes' causes no issues, then it's irrelevant, I guess.Andy

Can you explain the bit about Pushback being set to 'no'. Does that mean that pushback through the FS2Crew interfaceis not available with the freighter?Andy

Hi Bryan. Yeah, I did all that per the manual but it just wasn't having it. In the end, I allocated the buttons to the recommended key presses using FSUIPC and it works fine now. Bit of a mystery though.Andy

Bryan,I have a CH Pro yoke and I can't seem to get FS2Crew to respond to button presses. I'm running CM Control Manager 4.2 in DIRECT mode, and I've used the Start Centre to set buttons 1 and 2 as the Main/Secondary buttons. I've ensured that there are no conflicting button allocations in FSX.The keyboard alternatives work fine, but I get nothing from the CH Pro buttons whatever I do. It all seemed so much easier in FS9!!Any help much appreciated,Kind regards,Andy RallsUK

One thing to beware of... I use FSBuild to generate plans and it functions in the same way as FSCommander in that it creates files in .pln format. However, it uses it's own AIRAC which is clearly much more up to date and expansive than the internal MSFS nav data. Even then, I can use an FSBuild-created .pln plan PROVIDING the first waypoint is also in the MSFS nav database. If it isn't, I amend it in the FS9 planner to include an additional point as close to the first one in my FSBuild plan as I can get and resave it. This avoids the Fatal Error on getting the clearance.

...and don't forget that the LDS 763 will soon be enhanced considerably by the release of FS2Crew for the LDS.

Like a lot of expensive, complex add-ons, the F1 MD-80 wasn't really ready for release when it was made available. Unlike a lot of expensive, complex add-ons 2 months after release, it STILL isn't ready for release.I realise that the designer Espen is trying to fix that situation and is extremely flexible and responsive, but the fact remains that only a couple of beta gauge patches have been made available thus far. There have been no improvements to other elements such as the model, the FDE and, critically, the performance, especially in the VC which is wholly unacceptable on my system, which is relatively up to date. Note that these are personal opinions and as such are subjective. Regards,

John,Yeah, I thought you'd not need to contact arrival in MSFS with RC4, but I've found that there are still aircraft pulling onto the active as I'm on final. Contacting MSFS prevents this. I understand that code to hold ground traffic on to the active is present in RC4, it's just my experience that it is not always effective. Hoefully that's something JD can work on some.Rgds

The trick to using MSFS ATC with RC is to ensure that you do NOT file a MSFS flightplan through the Flights/Flight Planner menu. Contact the departure ground on comm2 when you're ready to taxi and request the runway. If it's different to the the RC one, change the RC one to match MSFS. Select prgressive taxi if you want it (pink line ...blecccch) and away you go. Ensure you request t/o from tower (again on comm2) at the hold point. Because MSFS thinks you're flying VFR you don't need to to check in and comply with any MSFS ATC instructions. The only potential snag is that if the departure airfield is IFR you'll be told to sod off by MSFS ATC but that is a fairly rare occurence. If it happens, you're no worse off than if you were relying on RC solely.Within 40 miles of the arrival airfield, select it from the MSFS menu when it's in range and request a full stop landing from the tower. Ensure that you match the RC runway to the one given you by MSFS and then just comply with RC4 all the way down. Contacting MSFS tower is important because they are then expecting you and will hold any ground traffic and take-offs when you're on finals, avoiding lots of potential go-arounds.It's a bit of a fiddle, but it does work and I rarely get any sort of go-around this way.Rgds,

Quote from the designer in the covering forum message..."This is a beta patch for Ultimate Airliners: The Super 80. This beta patch will correct a number of issues in the main gauge file and also add new features to the Super 80. This beta patch is not a final patch and does not correct all issues reported in the initial release. This beta patch will only correct gauge issues, not issues with the aircraft model or flight dynamics."It addresses guage issues only - not model issues which is what a fix for the loading time would come under I think.Rgds

Correct. On the initial setup he's fine - I make sure to have the FMC all ready to go usually before he gets back from the walkround. On a QTR though, even if the FMC seems to be behaving as advertised with an EoR message, and I have set it up prior to reinitialising FS2C, he always gripes about the discos despite the the complete absence of any and the fact that a proper TOD is set. I just wondered if the code checked the FMC for a before and after state following re-initalising, or whether it was a simple once-only check atthe point he returns to the flight deck.

BryanAs I mentioned in another novel...er, post, I've taken to flying a lot of multi-sector routes in single sessions. Some of these involve up to 4 sectors, which is about the maximum most companies employ (believe it or not, the CAA over here don't have a limit on daily hours, just on total annual hours!)One of the things I've learned is that the ATR FMC is haunted, or at the very least, has a mind of it's own. I cannot work out exactly what will make it sufficiently happy to declare 'End of Route' on landing. Sometimes it does, and others not without any apparant logic.However, in either case, it is still possible to set it up for the next leg, although the TOD doesn't seem to sort itself out until airborne again when no EOR message has been generated at touchdown. And, as you might expect, in that case I get a snide comment from Seamus, my FO. However, what's strange is that I get exactly the same snide comment about removing the discos even if I have recieved a proper end of route message and been through a proper FMC setup complete with a TOD. Now, I make sure I set up the FMC before reactivating FS2C with the clock clickspot. Would that cause the flow to go awry? There are no other adverse comments and, in fact everything works out fine.BTW, my next duty spell is planned for Saturday morning when I'm going to try a real full crew day in real time. Take off from Galway at 0700 to Luton on a route Galway-Luton-Waterford-Luton-Galway. Twenty-five minute turnrounds at each stop and continuous concentration until 1530. These guys earn their pay, I tell yer. NDB approach to look forward to at Galway as well....CheersAndy