dhenriques

Thanks everybody who responded to this. DH

(Site in subject should read Saitek of course. Hate spell checkers ! :-))) Saitek Trim Wheel/ Windows 7/64 system/Driver is recognizing trim wheel on every boot. Background on this; Connected to USB 2.0 port directly into a Jetline dedicated FSX system with all updating working perfectly. Used latest Saitek driver from their website. Installed driver exactly as directed by Mad Katz. Wheel shows working perfectly both in Windows and in FSX. Not using FSUIPC. All FSX settings for the wheel show perfectly. All default axis and button assignments deleted. Only Trim axis for elevator assigned for wheel. No conflicts with other controllers. All checked and deleted where needed. Have reinstalled driver several times same result. USB port is on line and working properly. Problem is that the wheel works perfectly but has to be rotated each time a new boot is performed on the system. Takes only a few inches of wheel movement to get Windows to recognize it but that has to be done. Once done the wheel works perfectly in FSX. Tried every suggestion by Mad Katz support but same result. The Saitek driver simply will not make a permanent link with the trim wheel. Any suggestions? I'd really like to solve this if anyone has dealt with this exact issue and solved it. Much appreciated. Dudley Henriques

Tom; We both know there is little one can say when news like this hits. I have also had Cancer and not at all sure how it will end for me. Just know you have friends out here......MANY friends, and that you are in our prayers. Dudley

Tom; We both know there is little one can say when news like this hits. I have also had Cancer and not at all sure how it will end for me. Just know you have friends out here......MANY friends, and that you are in our prayers. Dudley

You can fly the A2A 172 without the maintance if you wish. There are shortcuts built into the program to accomodate this if desired. Dudley HenriquesA2A

Thanks.

Oh...thanks again! So my understanding now is that the airport textures and AFCAD are the same in both sims but the surrounding textures (landclass) in the images you made are not default P3D but enhanced with FTX Global? DH

Yes, it would appear that way. KILG is virtually identical. In fact I can't see any difference at all on the field. The surrounding landclass however seems much sharper and more detailed. I'm using GEX replacement textures in my FSX installation and they are very good. The P3D default appears to be an improvement on even that. DH

Jim; Thank you very much. This was exactly what I needed to know. It looks like LM has preserved the same layout for the airport as exists now in FSX. All buildings are there and all looks the same. This was information I absolutely had to have. Thank you again for your time and effort. Dudley Henriques

Hi; Before I make a final decision to try P3D, can I possibly ask a favor from one of you on the forum who has a fairly good W7/64 Nvidia system? I need some screen shots of KILG in Delaware showing position of the default buildings, tower, and general layout and airport scenery as supplied with the latest P3D version. I understand the scenery textures will change in complexity with settings. I'd like to see what is available with fairly high scenery settings. In other words, what is actually coded for that airport and available if you have the system to display it. If someone could take a few screens and send them to me as .jpegs I would deeply appreciate it. The reason I'm asking this is that this is my home field where I flew from for many years. Microsoft placed the buildings and layout fairly accurately in FSX with the scenery setting at very dense. I'd like to see what P3D has available at this same field KILG. Many thanks for any help with this. Dudley Henriques [email protected]

You are totally correct on the eye witness scenario. Working an aircraft accident investigation you would be absolutely amazed at the various "recolections" from the eye witnessess. The angles of course are all different which causes various errors in perspective and that's only the beginning of the possible errors. Your memory is most likely a lot better than mine really. I just might be able to recall what I had for breakfast this morning :-))) Dudley Henriques

During my exposure to the teams the process was as follows. Pilots seeking a slot for both the Thunderbirds and the Blue Angels were selected from the existing pilot pool then went through a familiarization process where they traveled with the team allowing both sides of the equation to take a good look at the other and what's involved when the team is on the road. When selection was finalized, the selectees were integrated into the team mission and into their assigned positions. The maneuvers flown are already known and flown by all selectees to the team. However there are subtle changes unique to the team mission that the new pilots have to be shown and practiced before officially flying a show position. So it is accurate to say the team maneuvers are "in the book", but the "book" has been slightly "revised" to suit the team mission. Dudley Henriques

Pat; I'm going to assume you were some distance away from this when you saw it. Most likely what you saw was the diamond low and behind the hangar as opposed to through it. There are two reasons I have for saying this. First I don't recall any F4 team being releived and replaced during the F4 period for the Blues and that most certainly would have been the case had a team even attempted to fly through the Big Bertha hangar at Moffit. Actually that would have been the best scenario had this been tried. The result really would have been a disaster. Secondly, it would have been impossible. Even 1 F4 trying this would probably not make it as the compression wave bouncing back on the aircraft from the hangar walls would have been quite unpleasant to the airplane :-) A friend, Corky Fornof, actually did fly a BD5-J through a hangar for a Bond film. The stunt was highly coordinated with experts brought in to do the math on the compression wave problem. Windows had to be opened to specific parameters to relieve the pressue as Cork flew through the hangar. It was a VERY dangerous stunt and the BD5-J is a very small jet compared to an F4...let alone four F4's in a Diamond. From a distance it is very easy to mistake the team flying through a hangar if they are low enough to dissapear behind the structure :-))) Dudley Henriques

I've worked closely with the Blues on several occasions. They have relayed the stress level to me based on their own research both mentally and physically as being about that felt by a professional football player playing a whole game. Dudley Henriques Keep in mind that the extreme close formation proximity is not maintained throughout the Blues entire show routine. That proximity is restricted to the opening Diamond Banana Pass in front of the crowd. The rest of the show is flown in close but not THAT close and proximity varies depending on the maneuver being performed. Each maneuver has it's own profile and all through the display the pilots are making extremely subtle changes in position within the formation. Dudley Henriques

Your recommendation is just fine Jim, and right on target. I'm sure Jon appreciated you taking the time to write it. Best to you, DH

As a pilot having flown high performance jets and a narrator for Northrop on the prototype Navy introduction test demonstration team for the prototype of this airplane I can attest that without question the VRS FA/18 is one of the finest add ons I have ever seen done for MSFS. The depth of fidelity in systems is beyond question some of the best code I've seen written. This bird literally extends your sim experience into a whole new dimension. Jon and his team did a marvelous job with this aircraft and it shows in every detail. For the sim pilot interested in a true model of the real counterpart of the FA/18 I suggest you get this bird, then take the time to read the manual before you jump in and fly it. Knowing the aircraft and how it functions will make the VRS experience all that more educational and enjoyable for you. Dudley Henriques

The Red Arrows are indeed very good :-) The action inside the Blues Diamond is anything but "steady". In fact the direct opposite is the case. Each position has its own nuances but in common are the ever constant subtle power and control changes that are a must to maintain position. Lead can actually "feel" the slot in the Diamond if the slot is in position as slot's bow wave affects lead's trim. The two wing positions require constant throttle changing as bank is introduced both in turns and in rolls. There's a LOT of action going on and both the aircraft AND the pilots hands and feet are never still all during the team's display. Hope this helps a bit with understanding. Dudley Henriques

Just a general head's up for those involved with this thread. The above post was NOT meant as a shout or disrespectful to the person to whom I posted it. ! It was a copy and paste from a lecture PDF file that I assumed would be reduced to the forum's font as it was pasted. The CAPS are simply speaking emphasize points meant as lecture cues. Don't know why the font remained so large. Haven't had this issue elsewhere. Could have been my MAC. Sorry for any confusion. Dudley Henriques

Addressing your specific question only, based on years of actual flying experience in all types of aircraft from J3's to high performance jets, and about ten years of working with and using MSFS I have found that the actual experience was extremely helpful in helping add on developers to make accurate flight models and to help make systems more realistic. I can't say using the sim helped my actual flying but conversely my experience helped me tremendously in giving the advice needed. I use the sim for enjoyment and recommend it to both pilots and non-pilots alike. Hope this serves your purpose a bit better. Dudley Henriques

It's a choice thing for sure. As technology advances I like to try it on for size. I remember back when the Navy was doing the acceptance tests on the F14. They invited me down to Strike Aircraft Test to try the Cat on for size. I set up the INS per the checklist on the ramp. Then somebody decided they had to move the airplane to let an A4 taxi past. They put a tug bar on us and moved us about 50 feet. I looked at the INS readout. It had changed to reflect that 50 foot move. Amazing stuff! The little Garmin I use for road traffic really comes in handy. I don't have to worry any more about my wife yelling "turn left right here" in the middle of the intersection I was looking for. :-)) Dudley Henriques

The caps were already in the text. I wouldn't have keyed them had I had a choice. It was simply copied and pasted from a past lecture file. No sweat on the CFI change. Best to you, DH I love GPS technology. Just bought one this afternoon. I highly recommend them. :-) DH

Of all the controllers we tested we found force feedback the most unrealistic. I never recommend them if realism is the objective. FBW and irreversible controls are a whole new ball game but aside from the artificial feel not much different in practical use once the systems are totally understood. It's mainly a cost factor that defines the reversible systems we find in many of our introductory training airplanes. Personally I don't see any specific issues related to either system. I remember flying an Extra one morning then flying a T38 later on that afternoon. Both aircraft are extremely sensitive control wise. For a newbie, it's the sensitivity issue that has be addressed. You apply a specific aileron and inside rudder pressure to a Cessna 172 and you'll get a specific angle of bank for that input. Apply the same amount of aileron and inside rudder pressure to an Extra or a T38 and you might very well do several rolls before you are able to stop it :-) Like everything else in flying, you learn using what the aircraft you're flying is giving you to learn on. :-) Dudley Henriques

I see we are now in complete agreement then? So might I suggest that we cease these exchanges and allow Tom his bandwidth back to direct into more productive exchanges? Thank you for your cooperation and my very best to you. DH

I'm not in a contest with you. FAA Airplane Flying Handbook FAA-H-8083-3A Chapter 3 Basic Flight Maneuvers Page 3-1 Right Column Paragraph 3 (In reference to the issue of control pressure vs control movement when discussing MSFS vs the real flight instruction environment) As per the manual; " The flight instructor should explain that the controls have a natural "live PRESSURE while in flight and that they will remain in neutral position of their own accord if the airplane is trimmed properly. With this in mind, the pilot should be cautioned NEVER TO THINK OF MOVEMENT OF THE CONTROLS but of exerting a force on them against this live PRESSURE or resistance." End of quote.

Hi Marco; During the period I was advising Microsoft as a Microsoft MVP associated with their FSX program I did considerable research dealing with the question of just what value MSFS had if utilized along with a real world flight training program in real world aviation. During this period we carefully examined many controllers along with their associated drivers and software. I viewed this research from a background of a half century directly involved with flight safety and flight instruction. I concluded, along with other professional pilots, that FSX if used properly did indeed have some positive value. Rather than waste a lot of Avsim's bandwidth explaining all that was involved with this, allow me to supply a link for my findings on the excellent book written for ASA by Bruce Williams on this exact subject. I believe my comment there explains a great deal about the inter-relationship between FSX and real world aviation. That link as follows; http://www.bruceair....trainingaid.htm To find the report, simply scan down the right side of the site margin to about halfway. The Saitek stick is very good hardware and replicates to some extent the behavior of the Viper's control system. I like Saitek products and use the combat pedals myself along with a Thrustmaster Warthog Hotas setup. But it's important to note that as of this writing, the problems I have noted in available technology as it exists today for replication of dynamic pressure in flight for a specific airplane with reversible controls (the type we use for training student pilots today) are issue involved enough that I make the caveat concerning FSX as a flight training tool that it NOT be used during the period between first dual and solo. This of course addresses the movement vs pressure issues I have already noted in prior posts in this thread. I say this not to imply that using FSX during the pre-solo period is necessarily dangerous. I say it because in my experience as an instructor,using ANY desktop simulator during an initial training period where control PRESSURES are being taught as CRITICAL to flight safety, any use of a simulation that doesn't replicate the same pressures experienced by the student in flight can be counter productive. Other than this short pre-solo dual period, as I have said many times before, the sim has wide ranging positive use as a training tool if used properly and with proper instructive interface. I am in SERIOUS disagreement with anyone who offers argument that states a parity between control movement and control pressure when it comes to giving flight instruction. From the INSTANT a new student takes flight it is extremely destructive for an instructor to allow a student to continue a belief based upon prior exposure to a desktop simulator that control of an airplane should be thought of as "movement of the controls". Naturally we see as pilots that if we "move the controls" a certain way, they will "move" a certain way. That is NOT what a pilot needs to understand about aircraft controls. Movement is basic and can be explained in seconds. What the STUDENT has to understand is that PRESSURE on the controls and the RESULT of that PRESSURE will vary for the SAME AMOUNT OF MOVEMENT of that control as a function of AIRSPEED or more correctly of the dynamic pressure on the control surface! THIS is good flight instruction. Concentration on control movement is BAD flight instruction and generally bad advice to ANY pilot! It's for these reasons I ask students to stand down from FSX while they are learning about control pressure and its effect on the airplane. Hope all this makes some sense. :-)) Dudley Henriques