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  1. Your English is 100% better than my German :) And I think you've explained it well - I'll have to check on the NGX in the sim - for the moment though, the real aircraft wouldn't do that, for what that's worth. I'm assuming that when it has this problem, on final approach in your example above, that the A/T is completely off? ie The A/T switch on the MCP is off? (down position, light off)
  2. The real aircraft will only move the thrust levers when in an active autothrottle mode (ie the A/T is on, and in for example N1 mode) - I assume that you mean the actual thrust levers are moving, uncommanded by you? ie, If you look at the thrust levers (the actual physical levers in the cockpit) when you have this problem, are they moving? If yes, and the A/T is off, then it can only be a simulator/hardware problem, ie your joystick is spiking or something like that. In the real aircraft, despite 'ground' and 'flight' idle differences, this doesn't affect the physical idle stop of the thrust levers - it is transparent to the pilot. Bottom line - if the A/T is not engaged, nothing should be able to move the thrust levers except you. Or if the engine falls off the wing and pulls the cable..(happened)...but we'll ignore that one shall we :)
  3. Er...have you looked at the crack? Replace the three original .dll's, register, and it's all normal. It's a pleasure. And *if* I encounter any problems (which I doubt), I'll obviously sort them out myself, as per usual. It's not like MS tech support would be of huge help, even if it was a legit problem.As for any expansion packs, I won't be getting those unless they are truly spectacular, and I'm talking Realair SF260 levels *minimum*, or proper airliner systems simulations (unlikely). I just don't find myself playing FSX all that much anymore. I like the heavy iron (LDS 763, PMDG 744 etc) in FS9. DX10 hardware is still a while away for me, so no worries there. I was just concerned about SP1 really.Edit: To add - is this really a concern? I mean, you're implying that I shouldn't have done this because it *might* cause problems in the future, when in reality it avoids *confirmed* problems right now?
  4. Well, I'll continue to use the crack then, all in the best interests of saving MS some tech support time! I must say, when I knew my local shop had FSX, I got the crack before even leaving the house to buy it - came home, installed, used the crack immediately. Result - not a single reinstallation/reactivation issue, all plain sailing, and I haven't even used a single activation.Seriously, just save yourselves (and MS support) some hassles people. Get the crack (or should I say 'activation problem workaround':) ) and don't worry about silly activation issues. We bought the software, we should be able to at least use it.
  5. Is this perhaps related to other Core 2 Duo users reporting running out of memory using FSX under Vista? If that is the case, and it is an actual fault/bug, then there's not too much to do apparently. I don't use either Vista or a Core 2, just mentioning other rumours that I've seen elsewhere.
  6. Ok, just dug my KA200 manual out, and it seems my memory was pretty much correct (wierd!) - the starter switches (marked 'LEFT' and 'RIGHT') are located on the pilot's left subpanel (sort of next to your left kneecap) under the marking 'IGNITION AND ENGINE START'. They have three positions (as mentioned above) marked 'ON', 'OFF' and 'STARTER ONLY' (which I erroneously called 'Motor' above). The 'STARTER ONLY' position is indeed spring loaded to off, but the 'ON' position is NOT.I can only assume the Beechcraft/Raytheon kept things similar throughout the line, given that the even the BE1900's were virtually identical in this respect.
  7. I've never flown the real KA350 (only the -200, and BE1900C/D), but in all of those, the start switches were NOT spring loaded, ie the left hand seat pilot had to manually switch them where ever they were required to be. It's been a few years, but I recall there were 'Start' (with ignition), 'Off', and 'Motor' (without ignition) positions. It's possible that the 'Motor' position was spring loaded, but as I said it's been several years, and I can't remember.
  8. A 737 will actually creep forward (and possible accelerate) on relatively smooth and level tarmac, at lighter weights with idle thrust IRL.
  9. Hmmm. Like FSX, it will no doubt still be easier to use a crack than deal with all the MS hoop-jumping.
  10. This may all be true IRL, but the microlight can be leaned in FSX I believe. I have recently flown it from an airfield with a density altitude of over 6000', and getting almost no performance, I tried leaning the mixture - which got me going decently (to my surprise), so it does seem to work.On another note, the microlight can be trimmed, which might not be realistic, strictly speaking, but certainly makes it more pleasant to fly in the sim.Same as the C172, which has no rudder trim IRL, but can whose rudder can be trimmed in the sim.Odd.
  11. This is a case of FSX being 'Jack of all trades, but master of none...'If you want far more realistic soaring, get Condor, which has appropriate simulations of the various elements of proper soaring.
  12. http://www.b737.org.uk/powerplant.htmIt's a pity that they're still doing the start sequences incorrectly. I note the tactful '..in FSX...', well done!FLT is used for an airstart, the GND position is used for normal starts on the ground. IRL, the switch should spring back to off (and the start valve should close as well, although that is often delayed by a couple of seconds) by 46.3% N2 (just done the -500 technical) on the classics, and by 40% N2 on the 200's.I'm really biting my tongue here, MS should have had this kind of basic stuff sorted out a long time ago. They're already leaving out almost all autopilot and aircraft systems, they could at least have got the switches they do have correct, especially as it isn't that hard to do. I'll leave it at that.
  13. Just out of interest's sake, the from the manual:During landing, the auto speed brake system operates when these conditions occur:- Speed brake lever is in the ARMED position- SPEED BRAKE ARMED light is illuminated- both thrust levers are retarded to IDLE- main landing gear wheels spin up (more than 60kts) - SPEED BRAKE lever automatically moves to the UP position, and the flight spoilers deploy- right main landing gear strut compresses on touchdown, causing the mechanical linkage to open the ground spoiler interlock valve, and the ground spoilers deployIf a wheel spin-up signal is not detected when the air/ground system senses ground mode (right MLG strut compressed), the SPEED BRAKE lever moves to the UP position, and all spoiler panels deploy automatically.A failure in the automatic functions of the speed brakes is indicated by the illumination of the SPEED BRAKE DO NOT ARM light. In the event the automatic system is inoperative, the SPEED BRAKE lever must be moved manually to the UP position.And, practically speaking, if you do not make a conscious effort to 'land' the nosewheel, it can slam down a little hard at certain weights/loadings. Conversely, sometimes it can float along with the nose in the air, risking poking a reverser bucket into the runway!
  14. >Everything is OK, but for unknown reason, the Beaver>(seaplane) dosn't>start moving ,even with full throttle applied. Is something>special about this plane.>>Thanks.>>AdamOk, if you were on the land when you tried to move (in a seaplane!), I'm going to be forced to laugh very hard at you :)
  15. Look for aw_tcas_msk_gr.zip in the avsim file library - I believe that should help.
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