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Everything posted by amollen

  1. Lol, Carenado modeled their product on a plane with the "reverse door handle option" installed 😄
  2. Thanks Bullpup, I will try, though I get the impression that Eaglesoft's forum is dead. Hopefully I'm wrong. I will keep experimenting in the mean time.
  3. Although it's showing its age, I still enjoy flying the Eaglesoft Citation X v2.0, I've had it for 5-6 years and never really had any trouble with it -- until last Monday. I have not (consciously) changed anything on the installation, which makes this all the more weird. The problem that appeared on Monday was that the throttles suddenly didn't work anymore. I have a Saitek X-56 with dual throttle, I use it with FSUIPC and it works fine with a variety of add-ons. And it used to work fine with the Citation X as well. But starting Monday, pushing the throttles forward after starting the engines does not result in a similar movement of the throttles on the screen. The engines revv up a little, but get nowhere near takeoff power, and then reduce back to idle after a couple of seconds, even though the X-56 throttles are pushed forward. There are a number of posts on this and other forums about the ESDG_CitationX.ini file, which state that if you have dual throttles, that file should contain the following lines: [FADEC] LeftFadec=2 RightFadec=2 Throttles=2 FSUIPC=1 My file contains these lines. On the FSUIPC forum, it says that changing the FSUIPC.ini line AxesWrongRange=No to AxesWrongRange=Yes may make a difference. I tried and for me it made no difference. I tried re-calibrating the throttles both in FSX and in FSUIPC, again no result. The one thing that does make a difference is setting the Throttles line to zero (Throttles=0). When I do that, the engines do react to my X-56 throttle movement, even though the on-screen throttles still don't move. I can increase and decrease power so the plane is flyable. However, the FADEC is disabled and there are no T/O, CLB and CRZ throttle stops simulated. If you push the throttles all the way forward, rather than going in T/O made like the engines should, they actually over-revv and you get a bunch of warnings. I hope someone can still help me with this old bird, the Citation X is such a fantastic bird, but this issue is a bit of a bummer.
  4. Mmmmmm thanks for the answer, I was afraid of that... I can't imagine the real Collins system doesn't have a Cruise Altitude function. I'll do a little more experimenting with altitude and TOD, if I find anything interesting I will let you know.
  5. Carenado has a sale going, so I finally joined the ranks of Beech Premier owners, hey, for $11 I figured I would take the chance (FSX version). So far I am cautiously okay with the plane, though I haven't flown much yet. One question that I didn't see on this forum yet: The FMS defaults the altitude of all waypoints in a flight plan to FL280, except for the SID and STAR waypoints. Is there a way to override that or change them collectively? Or can I safely ignore those altitudes and just use the altitude window on the autopilot panel? It's just a bit of a drag to always change them one by one.
  6. I don't believe they light up in real life either.. I was a bit surprised about this, but I checked a few of Premier1Driver's vids on youtube, I couldn't detect any lighted buttons.
  7. Alex, The test buttons in the weather dialog all test OK. I've tried the following: - Both VRC and vPilot give a message upon startup that they cannot access the remote server and are working with cached data, but otherwise work fine, - ping www.vatsim.net and status.vatsim.net both is OK - ping us.data.vatsim.net and eu.data.vatsim.net times out (I tried pinging from another laptop with the same result; it was however the same router and ISP). I think the root cause of my problems is that I am not connecting to these sites. - Turning off Windows Defender Firewall doesn't make a difference. I don't see VATsim related sites in my Firewall rules. - Turning off my Avast antivirus doesn't make a difference - Turning my router off and back on doesn't make a difference I'm starting to think that my ISP is somehow blocking these sites, getting a little desperate.
  8. Thanks for responding! Well, temporary hickup is already going on for 4 days.... Maybe an internet port was closed or my internet provider changed something? Is there any setting I could doublecheck? Firewall settings?
  9. Hi Alexander, Earlier this week, without me having changed any settings, VATSim data stopped loading into LittleNavMap. No airplanes on the map and the table to the right of the map is empty. I get no error messages, but the data simply isn't there. Funny enough, a similar thing happened to VATSpy. But other VATSim-related software is fine (vPilot, vatstats). This makes me believe that it's not the software but VATSim changed something. Here is a link to the post I put on VATSim about the problem: https://forums.vatsim.net/viewtopic.php?f=24&t=80283 Any ideas? Alex
  10. I'm sorry, but I'm trying to install the I've downloaded the eCommerce wrapper for both the GNS430 and 530. I run it and select Reinstall. Some files get placed in c:\RealityXP and they run without an error message. But then when I load up FSX and load a plane with a GNS 430 or 530, it still gives me version 2.4.15 (not during the initialization of the GPS unit, and still crashes upon a Shift Right Click. I don't know if the update has been installed correctly. Should I uninstall 2.4.15 before reinstalling
  11. Apologies if this has been posted before, I didn't find it. I have both GNS 530 and 430, FSX Acceleration, Windows 10. So far, I have the 530 installed in the Carenado C421 and the 430 in A2A L049. In both cases I used the config utility that came with the plane as opposed to the one that came with GNS. General operation seems fine so far, except for the following: when I Shift Right Click on the top to get to the configuration menu, the menu pops up briefly, then the entire sim crashes. This happens in both cases. Yes, I read some posts about not having to run FSX in Admin mode. However, if I do that, I get a popup that Flight Sim Labs needs to be in Admin mode (I have their A320) and FSX restarts in Admin mode regardless of me telling it not to. So I cannot test if turning off Admin mode will fix things.
  12. Hi all! My name is Alex (different Alex from the author) and I "discovered" LNM about 2 weeks ago. My only comment so far: "where have you been all my life?" 🙂 I have two questions about the aircraft performance files: - I have already created a few, I basically collect data on every flight. Is there a structural/preferred way to share these in the community? Maybe we can get a little library going on this forum. - Is there a way to average the files of several flights done by the same aircraft? Is there a need to? I was even thinking about writing a small utility myself, the performance file parameters seem straightforward enough. Thank you Alex, great job and I will recommend LNM in my circle of FS addicts 🙂
  13. @metzgergva just curious, if 0 degrees is the minimal drag position, what is the use for the negative cowl flap positions? When would one use them?
  14. Well, a re-install didn't solve my problem but something else did: the old "starting FSX with the default aircraft and then loading the DC-6" trick. When I start with the AirCreation Trike and then load the DC-6, I get reasonable speeds, still a few knots lower than published but that is certainly within limits! So I can fly Shannon-Gander without running out of fuel 🙂
  15. Alexander, Thanks for your suggestions, I have tried two more flights at much lower altitudes (6,000 and 8,000 feet), lighter aircraft and using cowl flaps at zero instead of -2. I still do not get better than about 200 knots TAS (170 indicated) when using the 1100 HP table. The link below shows a screenshot. Vital data are: altitude 8,000, BMEP 155, RPM 2000, weight about 91,000 lbs (from Shift-4), cowl flaps 0, mixture autolean, temperature slightly above standard, autopilot on including altitude hold, everything else normal. Just to make sure I serviced my engines and props using Shift-6 before the flight. IAS is 170 kts instead of the 205 kts from the table on page 291. Fuel flow right on the money at 500 lbs/hr. I noticed I'm a bit nose-high so I figured I'd accelerate to get on the right side of the power/drag curve, but when I reduced power I fell right back to the 170 IAS you see in the screenshot. Since I seem to be the only one with these problem, I am considering an uninstall-reinstall of the DC-6 after this flight. BTW I forgot to mention, using FSX Acceleration and Windows 10. https://www.dropbox.com/s/2kcynp26bodk9ot/Capture.JPG?dl=0
  16. Yesterday I flew Lisbon-Dakar, a good old classic route that KLM used to fly with the DC-6, 1500 miles, well within the range. I had trouble getting to the cruise speed I was expecting according to the manual. As a result, the trip took 8 hours instead of 6, I used a lot more fuel and I was running on fumes landing at Dakar. I have noticed this issue before, but last night was the first time I really logged what was happening. Here's the details: I flew most of the trip using the 1100 hp table on page 291. Cruising at 14,000 feet, 2190 RPM and 142 BMEP. The table says I should be getting 189 DIAS and 240 TAS even at the heaviest load with these settings, but I was actually getting barely over 200 kts TAS (that was ground speed as per the DME but there was almost no headwind) and about 160-165 indicated. Fuel flow was about right, slightly over 500 lbs/hr. I briefly experimented with other power settings and altitudes but all with similar results. Other details: cowl flaps closed in the minus (counterclockwise) position, low blower, auto-lean, all normal settings for cruise at that altitude. Temperature was pretty close to standard conditions and whatever little wind there was blew almost exactly at a right angle of the flight path. Some possible factors I thought of: the plane was pretty heavy, I took off at 4,000 lbs below MTOW but according to the table, I should still get close to 240 kts at the heavy weight. Should I be cruising initially at a much lower altitude when heavy like that? I read some posts on this forum that the Six likes to fly low, others that say it shouldn't matter much. I'll try flying low on my next leg (Dakar-Recife, which is a couple of hundred miles longer with a lot of water in between so I can't mess up there!). I noticed a number of posts discussing the fuel capacity of the Six, the 10-tank vs. the 8-tank configuration but none of those mentioned anything about not getting the rated speed out of the bird. Weird. I thought I found what was wrong when I read in the footnotes of page 291 that the TAS is in mph, not in knots. That would partially explain the difference, but then some posters on this forum remarked that page 291 is KNOTS after all. Does anyone know for sure? Note that both DIAS and TAS were low, by a similar margin. Anything else I should be paying attention to? I'm a veteran simmer and a licensed private pilot, so I'd like to think I know how to plan a flight :-). I'm also spoiled by PMDG making sims that perform by the book. What's weird is that I wasn't able to find any posts with a similar problem though of course I may have overlooked some. Any suggestions? Thanks fellow radial engine lovers 🙂
  17. Try this: https://forums.x-plane.org/index.php?/forums/topic/133505-i-got-my-hands-on-a-dornier-228-pilots-operating-handbook/
  18. I've been trying to slow down the Concorde after a supersonic flight according to "the book", this is what I do:- at the Decel point, pull back the power to 18 degrees, maintaining altitude (usually FL 600)- once the plane hits 350 kts IAS, I press the IAS HOLD on the autopilot (not the autothrottle) which will cause the plane to start descending at about 2000ft/min maintaining around 350 kts- once going Mach 1.5 I further reduce power to 32 degrees as the manual describes- I level off at "normal airliner" altitude and wait until I am subsonic, after which I continue a more normal descent.The problem is, when following the manual, it takes forever to slow to Mach 1.5 so I have to cut power sooner if I don't want to overshoot my destination. It's no big deal but I like things to be as realistic as possible, so I am just wondering if I am doing something wrong or if I should just ignore this little discrepency.
  19. Not that I know of.Most airliner jet engines start the "pneumatic" way (essentially, compressed air). As far as I know only smaller jet engines (as in business jets) start with an electric motor.
  20. Proudf... ehr,... Ray, :+ Thanks for your feedback. I downloaded FSNav and will take a look tonight. I AM serious about flying, but yet another add-in...... :-eek I think I've spent about 10x the price of MSFS on add-ins already, and that's not even counting my HOTAS Cougar (okay, I admit I bought that for my obsession a few years ago with Falcon 4).Anyway, thanks for the info.
  21. Proudfoot,Thanks for your reply, but that is exactly what I did, and how I flew. I am actually used to the CIVA add-on, so the INS that comes with the Concorde is even a bit simplified.What I meant is that (for the ATC to work realistically) I need to enter an IFR flight plan in the FS flight. The FS flight planner doesn't have the mid-Atlantic waypoints (at 30, 40 West etc) so what happens is that the route that's in the FS flight planner is only precise at the start and end of the flight, where there are "overland" waypoints that exist in the FS flight planner.So while the INS flies the route as per your flightplan in this thread, the FS ATC thinks you are off-course and constantly reminds you to turn right or turn left. Gets annoying real quick.The only workaround I can think of is to fly VFR which is no major deal but just a bit unrealistic. Ideal would be if I could add those mid-Atlantic waypoints but I don't know how to do that, perhaps with one of the scenery design tools? (I don't have any now).
  22. Maybe I'm just nit-picking here but I've seen several instructions on this forum and in the manual stating to push the nose down and accelerate to 350-400 kts after passing 2500 feet. Was the Concorde exempted from the restriction of maintaining 250 kts below 10,000 feet (at least in the US, that's the law, don't know about other places).
  23. I flew this route (which is included in an excellent book I have about the Concord) last night. I don't have FSNav; is there a way to enter the transatlantic fixes in the flight plan using just the FS flight planner? FS doesn't have any of the W30, W40 etc waypoints.Without these, you are constantly asked to "turn left" or "turn right". I guess I could go VFR but that's a bit unrealistic too.....Any suggestions?
  24. Worked like a charm, thanks. Just completed my first Heathrow-JFK flight, with lots of plans for exotic destinations!Thanks!
  25. I have had the same electrical/radio problem and a similar problem with the Dreamfleet B-727. The B727 team initially "denied" there was a problem but after a while found that there is indeed an issue and now have it on their list to fix for the next patch.There is a flag ELEC_ALWAYS_AVAILABLE in the fs9.cfg file that you can set to 1 (it will do what it says -- make electricity always available regardless of battery/ground power settings) but I haven't tried yet if it will bypass this problem.
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