nytracon

Tom, First of all, thank you. Thank you for everything that you have contributed to this hobby and passion of ours. Second, I don't know how you are treating your illness or who you are consulting with, but I would strongly encourage you to go to the Mayo Clinic in Rochester, Minnesota for treatment. I know personally that royalty from the Middle East found successful treatment there a few years ago. The Mayo Clinic is among the best clinics for oncology in the world.

I do remember doing a Coastal Brazil City to Senegal (GOOY). That was a long one for sure.

The longest are in the 3,000 mile range -- I am about to do Tokyo to Port Morsby, PNG - That is about 3,500 miles ---It will have to depend on the winds aloft and the weather in PNG if I can go for it. I can't remeber the routes that have been the longest so far. It has to be something like India to Hong Kong or Siberia to the UK...I can't really remember right now.

I got a response from the official help site. I guess uncheck the fog layer generation. I recently flew a flight into a foggy area and the weather description and depiction were the same. It should fix the problem.

Me to.

I am getting the exact same problems considering the METAR and the decoded weather. Especially when the vis is 4000m or less.

Currently parked at EBOS on a UDYZ..URSS..EHRD..EBOS..LPPS..EKCH trip. PMDG colors

I just noticed today that I have no sound of thunder generated during a thunder/lightning storm. I was flying today during a huge thuderstorm with frequent lightning everywhere. There was the sound of rain but no lightning sound. I am using PMDG 737 with REX textures and ASE2012 for weather generation. I selected the environment slider in FSX sound menu all the way up, I turned up all the sound selections on the PMDG FMC, I selected the high quality speaker output on FSX...nothing seems to work. I checked the thunder files in FSX, they appear to be working fine. I tried different aircraft with the same result. I didn't see anyhting wrong in the fsx.cfg file either. Anyone have any thoughts of why the thunder isn't working? Or has anyone experienced this problem before. I searched the topic, but I only came up with one thread that didn't look like it was resolved.

Well, I use to be a controller at Aspen about 10 years ago. We would occassionally get the BBJ into the airport. I believe you can't have a BBJ on the runway and a BBJ on the taxiway at the same time, the wing tips might hit. If you have enough money, you can bring your BBJ into the airport. As for flying the approach, it was always vectors the final approach course. The aircraft are usually at 180kts at 14,000. Flying it, you want to be dirty as soon as you can (before the descent) - sort of like London City.

Well, tried selecting them ( turbulence, gusts and variance). If I touch any of them, I get the wild S turns.Eric Toll Dude, calm down - I am trying to make the experience better for all of us. The realization came to me when I was flying from JFK to Tokyo in RW - there was various turbulence in different phases of the flight. I want to see if we can try to add this effect to a otherwise perfect simulation.Eric Toll

What do you mean by your remark Andrew?-Eric Toll Alaa - You mean check/select those settings?

Has anyone gotten the NGX to simulate real turbulence feel/effect? What settings are you using to make this work? I have AS2012/FSUIPCEric Toll

Not in a lawsuit happy world. A controller's actions have very legal consequences.

The ridiculousness is derived from a legal aspect. I really would have a hard time in court justifying a 250kt to the marker instruction to a plane if they end up off the runway.

250 to the marker is ridiculous. I have never instructed a pilot to do that...period. It is unsafe and downright stupid to instruct a plane to do that. If I have a small GA - I may say "keep your speed up as long as practical" or "maintain maximum forward airspeed as long as possible" - That would be a C172 or PA28. But 250 is ridiculous."180 to a 5 mile final" or the 5 mile fix "180 to XXXXX fix" is very common. "180 or greater" works better sometimes. On the expressway visual 31 approach at LGA we try to keep planes at "210 kts until DIALS" as long as we can.In the big picture of things ATC. Once, the first aircraft slows, they all slow. It is a huge domino affect. Therefore, we try to keep the whole line fast as long as possible. And we try to pick back up the speeds if we can. If my final is doing 160 at one point, then I will build a little extra room from the last plane doing 160 and have the next one do 180 with a little room to collapse on the final.When the final slows you start losing at the game, and therefore one of the feeds might have to hold. If I have a plane doing 160 and they start slowing. My next plane may have to go back to "final approach speed" to maintain spacing. If I have to reduce that plane to "final approach speed" then I will try to build more room with the next plane - and have that plane go slightly faster then the first one.Oh - one of the number one rules running the final at LGA - Never ever tell a DH8 to "reduce to final approach speed". 150 or slower works well with a DH8.Questions? Clear as mud?Eric - RW New York TRACON LaGuardia Sector (LGA) Air Traffic Controller