Tim Arnot

I haven't flown any approaches in this region, and can't really speak to the 5 degrees difference at this time, although the change in magnetic variation between FSX (WMM2005) and MSFS (WMM2020) is 5 degrees (which may or may not be pertinent - it's just an observation right now).

On balance I'll have to say Plan-G: FS2020 redefined the heading from true to magnetic, and Plan-G didn't anticipate that.

I see what you did there 😜

Looking at KTCM (since OSM provided the image above), ILS 34. According to the FAA chart, the LOC has a heading of 345 magnetic: Looking at the databases for a bunch of sims: FSX: Hdg 359.75 Var 340 XP11: Hdg 359.8 Var 344 MSFS: Hdg 345 Var 345 What seems to be happening is that the headings stored in FSX, Plane (and P3D) are True, whereas the MSFS value is Magnetic. In the PNW, where the magnetic variation is up around 20 degrees, that difference is very obvious. Now it could be that I'm missing a flag in the bgl - I'll need to do some more investigation, but that's definitely something that'll get fixed.

What version of Plan-Gv4 are you running? There were some early builds that didn't have magvar implemented, and that may be skewing them (depending on where in the world you're looking). Edit: current build is 232, for reference.

Can you give an example of where it's wrong? Easy enough to check what the problem is. :)

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)

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

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.

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.

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!

Did you leave the autopilot on by mistake? (has that effect...)

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.

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.

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.