Tim Arnot

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About Tim Arnot

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  • Birthday 01/28/1961

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  1. Tim Arnot

    Carenado aircraft wish list

    I'd like to see an Aztec - about the only Piper I actively want.Other than that I'd like to see a decent FSX* Robin DR400* Socata TB10 Tobago* Jodel AmbassadorIn general, anything that gets Carenado out of its "yet another slightly different Piper/Cessna" comfort zone...
  2. Tim Arnot

    UK Sectional Charts?

    You can buy digital VFR charts (they're not called sectionals in Europe) from most pilot supply stores -- Flightstore, AFE, Transair etc, or paper ones. But there are no free downloadable ones (I think only the US allows that)
  3. Tim Arnot

    FSX shuts down with FSinn installed

    I believe they've discontinued work on it. Many of us have high hopes for Squawkbox4, which is due this month sometime.
  4. Tim Arnot

    FSX shuts down with FSinn installed

    First off, make sure you have the FSInn 1.3 / FSCopilot 1.7 beta, and not the 1.6 / 1.2 'release'. The download links are at the bottom of this forum post: http://www.mcdu.com/forum/viewtopic.php?t=4363You might need to perform a registry fix if the installer craps out. There are FSX registry fix programs in the library.You are still not out of the woods though. FSCopilot is prone to crashing FSX under certain conditions:* You have a default flight that has a loaded flight plan. In this instance FS will crash on startup. You need to disable FSCopilot (rename ModulesFSCopilot.dll to a different extension) and then start FS and save a new default flight that doesn't have a loaded flight plan.* You create/load a flight plan while in the main UI. There's no work around for this, other than don't do it. Your only option is to start the flight (with 'fly now') and load/create the FP once the flight has loaded.* You create/load a flight plan while connected to Vatsim. Workaround: Disconnect from Vatsim, load the FP and reconnect.* Occasionally FSCopilot will cause a CTD with an 'invalid pure virtual function call' error. This seems to be pretty much random, and I haven't identified any particular cause. You'll go for weeks without it happening then it'll happen three times in one session.In my experience MCDU support is unhelpful at best.
  5. I find the pitch trim control is often way too sensitive - the slightest touch on the trimmer can send the plane into a 2000fpm dive or zoom! One day I'll get around to tweaking (I think it's defined in the aircraft.cfg), but I'll admit to being lazy quite often, and blip the autopilot just to get it trimmed!
  6. Tim Arnot

    Airspeed Indicator Problem

    RW, pitot icing can be quite insidious, since the effect is to seal the pitot tube at its current pressure. This means that the airspeed indicator will actually stay the same, so the pilot doesn't notice the problem. If the plane slows or speeds up, the indicator remains frozen. Because of the way the pitot static system works, an increase in altitude will show as an increase in airspeed, and a decrease in altitude shows as a decrease in airspeed (effectively behaving like an altimeter). This has resulted in a number of plane crashes when pilots didn't recognise what was happening. e.g. http://amelia.db.erau.edu/reports/ntsb/aar/AAR75-13.pdfIf the freezing is only partial, and the drain hole isn't blocked, the pitot pressure will gradually equalise and slowly drop towards zero (it may or may not reach zero). Not all pitot tubes have a condensation drain though. This is the only mode that FS (nearly) models, although it shows an immediate drop to zero.Pitot ice typically forms when flying through cloud or precipitation when the airframe temperature is below zero. The solution is to apply pitot heat while flying through clouds or rain. It is not normally applied on the ground (other than as part of the pre flight) due to the risk of burning out the element.
  7. Tim Arnot

    RTW Routes

    I've got to admit, I have trouble sticking to one plane for the whole trip. I'm probably 3/4 through a rather rambling RTW right now. I started at Oxford Kidlington (EGTK), my local airport, with the "out" portion to Wellington, New Zealand, primarily in the RealAir Marchetti (it's pronounced with a "k", btw, not a "sch" - FS gets it wrong!), routing via France, Spain, Morocco, Algeria, Tunisia, Malta, Greece, Egypt, Sudan, Yemen, Oman, Pakistan, India, Myanmar, Thailand, Malaysia, Indonesia, Australia. The "return" trip is in the Eaglesoft Twin Comanche, and went via Antarctica (long range tanks fitted to reach McMurdo), South Pole, Antarctic peninsula, Chile, Falkland Islands, Argentina, Paraguay, Bolivia, Brazil, Colombia, Panama, Costa Rica, Nicaragua, Honduas, Belize, Mexico, USA, Canada... I'm currently in Edmonton, Canada. It's taken me a year, off and on to get this far!
  8. If you let go of the joystick when you are in straight and level flight, you are correctly trimmed if the plane stays straight and level. If it starts to climb, you need more down trim and vice versa. If you are in a 75kt climb, the plane is correctly trimmed if you let go of the joystick and it stays in a 75kt climb. If the plane gets faster when you let go, you need more up trim (increase pitch angle to slow the plane), and vice versa.
  9. Tim Arnot

    Traffic patterns

    When you request ATC for a landing at an airport, if you are VFR, you will be given an entry into the circuit pattern. This might be "right downwind", or "left base" or whatever. The right and left indicating the pattern direction, and the direction you must turn (right = clock, left = anti clock).
  10. Tim Arnot

    Trouble with Elevator Trim

    Did you leave the autopilot on by mistake? (has that effect...)
  11. I don't believe you need to be a member. Here is a link to the forum post: http://www.mcdu.com/forum/viewtopic.php?t=4363 The two download links are at the bottom of the page.
  12. Tim Arnot

    Simple Traffic Pattern Question

    There are plenty of airfields that either modify the standard, have right-hand circuits or don't allow overhead joins, usually due to noise sensitivity, terrain or airspace considerations. We don't have any Class B or C , but we do have Class A down to 2500ft around London, and several GA airfields actually inside the Class A Heathrow CTR, where obviously, special procedures apply.
  13. Tim Arnot

    Simple Traffic Pattern Question

    Here in Europe, the standard procedure for joining the circuit pattern is the 'Standard Overhead Join' http://www.caa.co.uk/docs/33/srg_gad_oheadjoin_poster.pdf - Fly overhead the field at 2000ft, with the runway on your left (for a left-hand circuit). If the opposite runway is in use, make a 180 degree left turn, staying at 2000ft to be overhead the correct runway, again with the threshold on your left. Now make a 180 degree descending turn on the 'dead' side of the circuit, to cross the runway again at circuit height, "crosswind". Then follow the circuit as normal. The diagram probably explains it better!This is the standard join (hence the name), although local procedures may vary. Such variations will be published in the flight guides, charts and so on. Your options when approaching from the dead side are essentially * circle overhead in the circuit direction until you have determined the runway in use, and continue circling until you can descend on the dead side. NEVER descend on the active side of the runway!* If the runway is known, you could fly overhead the reciprocal runway, turn through 180 for a standard overhead join, or join on the crosswind leg. Some places (typically towered fields) might even allow for a right base join.Of course you should always pay consideration to other traffic - this is simply good airmanship. Listening on the radio will give you a clue to what is going on, but bear in mind that aircraft may be non-radio, and nothing beats the Mk 1 eyeball.
  14. There are a number of ways you can join the circuit pattern, and these are described by the point at which you join it. Typically these would be downwind, base or final (straight in). There are others, but let's not worry about them. The point at which you join depends on the direction from which you're approaching - ATC will try to give you the most direct route.The traffic pattern is always on one side of the runway or the other, very rarely both (parallel runways are the usual exception, and often gliders or microlights might have their own separate circuit pattern). This will make it a right hand pattern (all turns are to the right), or a left hand pattern (all turns are to the left).So "Right downwind" tells us two things: 1: We've been asked to join on the downwind leg (Some countries use a 45 degree approach to mid-downwind - see the diagram above), and 2: the pattern is right-hand. This means all turns are to the right (except that initial 45 degree turn onto downwind), and when we are downwind, the runway will be on our right. I have no idea why American ATC says "make" rather than (say) "join". maybe it's simply a dialect thing?
  15. Tim Arnot


    >I must have been somehow spelling Caribbean wrongI did for years! LOL!