hakan737

Hi all,how can I adjust of landing lights settings in aircraft.cfg?because of, landing lights illumination far away from aircraft example, when I stopped begin of runway, landing lights illuminations are slightly and approximetly 600ft ahead of aircraft.thanks

god thanks, I didn't delete old versiyon TM737-200 files and found trim sounds. After replace, now I hearing trimsounds.

I'm really satisfy with enginesounds which comes with the TMII pack :)

Greetings from Turkey, Merry Christmas and Happy New Year to all Tinmouse team.I'm wishing to you my bests also health and happyly days with you families....and a special wish; I hope you have free time to update TM2 for new INS, new autopilot with V/S :)

Eugenio Ciao,where can I find that you said project files as sample for inspection? I made a search in avsim library with type "mib" but there wasn't any file.Female FA briefing voice is still available in BOZO's TC-JGU 100th aircraft file in Avsim. it is 38mb size file and including cabin announcement recorded in one of LTBA-EDDF flight so, it has include Turkish,English and German language.regardshakan güven

thank you Bob, be sure I'm checking subjects and new topics every 2 or 3 days in Tinmouse forum. I did do everything like as in F&Q. maybe fslook can show me josytick null zone mistaken if I have. When I can get stable climb vario, I'll be so happy :)thanks for helps.

hi again, sorry for late reply about test flight. I made a test flight as your settigns at saturday. As you said that, there were much more controllable commands in aircraft and olsa when engange A/P, sensitive makes trouble for a while still on elevetors but according me, much better than before.still aircrafts wants to pitch up during takeoff phase with flaps 1 or 5 (set EPR by calculator for t/o and climb), at that moment maximum speed was 200-230knts. I used a bit trim nose downi so thatwhy stab trim reached limt of green section.I did write wrong before, so maybe we need to move C/G toward to nose for stopping aircraft's intentions to pitch up.the worst; after takeoff, I can get control the aircraft with a bit trim for getting stable climb gradient . AS said that Bob before, control stick must be middle or in null zone for engaging A/P elevators. After that, as you said that aircraft begins pitch action (actualy generally diving. I'm sure we can find out correct settings :)

I applied those settings into tinmouse aircraft.cfg (after got backup :) ) and made a test flights with 1000lbs in center, 3500lbs ineach wing tanks. stab trim has been set as 4.75.When I set fuels, look it up on C/G point in loading diagrams. Actually C/G center looks gone back a little than previous loading set.Now, take off was better than before but as you said that not perfect although it was much more controllable. While takeoff phase now I could set trim in GREEN section and could get A/P engage in two touch and go attempt.according me, maybe C/G can be get backward a little. what should be C/G value actually? so what is our target to find out correct loading balance values on this airplane.thanks for helpsp.s I applied into TMII original model's aircraft.cfg, not in FFX/kittyhawk, but if necessary, I can try in them.

hmm it looks like mines problem while trying to get control after takeoff with trims. Whatever I've done, I couldn't get correct settings or flight conditions on elevators and trims. Trims goes directly nose down position after t/o.I've a question, whic fuel tank using first in 737-200?.I'm using only wings tanks for short flights.(except 1000lbs on center)maybe I've to try change balance settings because after takeoff aicraft wants to nose up even trim in nose down position!

arkadaþlar içimizde tinmouse II 737-200 kullananlar varmý?

aklýma geldi belki bu daha basit bir yöntem olur.OSKAN'ýn nerede olduðunu muhtemelen elinizdeki bir SID chartýnda yada area chart'dan görüyor olmalýsýnýz. PMDG ile herhangi bir plan yapmadan Zürich etrafýnda küçük bir uçuþ yapýn ve ND'den WPT'yi açarak (waypoint) etrafdaki fixleri takip edin. OSKAN'ýn olmasý gereken yerde hangi waypoint varsa onu not edin.sonra FS'den çýkýp, PMDG SID/STAR klasörü içinde LSZH'yi açýp ctrl+h ile OSKAN yerine replace olarak ne olmasýný istiyorsanýz onu yazýn.bu þekilde sorun çözülecektir. ikinci olarak avsim'de LSZH için daha yeni bir SID/STAR dosyasý aratabilirsiniz.Benim size tavsiyem þu olacak, AIRAC'i çok sýk update etmeyin! nihayetinde bu bir hobi ve Jeppesen'e eðer yýllýk binlerce dolar ödyerek elinizdeki enroute ve AIP chartlarýný update ettirmiyorsanýz, her yeni AIRAC elinizdeki kýsýtlý chartlardaki bilgilerin deðiþmesi demek.FS2004'de temel olarak eðer birisi özel olarak upraþýp deðiþtirmezse mevcut navigasyon verileri aynen o þekilde senelerce kalýr. AIRAC sadece bundan faydalanan programlar için bir referansdýr. Diðer bir deðiþle, AIRAC'daki deðiþikliði sadece FMC yada MCDU kullanan uçaklarda farkedebilirisniz, default bir uçak FS20004'ün kendi datasýný okuyacaðýndan hayali olarak iki uçaðý üst üste koysanýz default baþka PMDG baþka yoldan gidecektir.umarým açýklayýcý olmuþtur. Emil yanlýþ yazdýysam düzelt lütfen. :)

bunu nedeni indirdigðiniz SID/STAR dosyasi ile AIRAC arasýndaki bir uyumsuzluk. muhtemelen LSZH içindeki SID/STAR'da kullanýlan fix'in (OSKAN) adý deðiþmiþ yada kaldýrýlmýþ bu yüzdende AIRAC hata veriyor, bu fix'i bulamýyor.tedavi etmenin bir yolu var ama biraz zor;1- OSKAN'ýn yeni ismi ne olduysa, PMDG SID/STAR klasörü içindeki LSZH.txt dosyasýný açarak buradna OSKAN'ý yeni ismi ile deðiþtirebilirsiniz.2- FS9 ana dizini altýndaki NAVDATA database'i altýnda adýný tam hatýrlamadýðým 3 tane dosya olmasý lazým.(AIRAC'a ait) birisi airports, birisi navaids, biriside fixes olmalý. Ya fixes'de OSKAN'a denk gelen koordinattaki yeni ismi 1. maddedeki ile deðiþtireceksiniz, yada buradaki ismi OSKAN'la. ama okadar çok fix ve koordnat çýkacaktýrki nasýl bulacaðýnýzý açýkçasý bende bilmiyorum.en güzeli eðer bulabiliyorsanýz bir yerde bir update listesi varsa OSKAN'ýn yeni adý belli ise, bende LSZH sid/star içinden ismi deðiþtirseniz kafi.þimdiden kolay gelsin.

ok Bob, thanks for answers but just I'm curious, if we need to get good dead zone for engage A/P, how can we do that while climbing after takeoff? so our joystick position will be nose up to backward. you mean about good deadzone, should it be too close(small area)?I'm checking acceleration and question 10 , thanks for your helps.

Hi all,actually I'm getting all of my questions answers from others topics but unfortunately I couldn't find any informations or way to fix for my problems.firstly, I'm using TM2 737-200 for a long time and all patches are installed. I tried in both of FFX and original TM2 modes that is my problem as below.1-Autopilot;after takeoff, autopilot does not engage until reached 10000ft, is it normal for 737-200? also while descening and approaching, A/P does work and I'm disconnecting final phase of approaching around 8-9nm away from touchdown, but if I need A/P, doesn't work again.2-before takeoff, I'm making set of DCS for calculating EPR settings and setting elevator trim for take off positions 4.5 or 5 in green. (also fuel loading calculating, everytime fuel tanks are loading as much as necessary.)after take off, aircraft climbing too much higher vario even I set nosedown trim and reduce EPR for climb set by DCS. Also trim and elevator are too sensitive. So after take off aircraft taking too much pitchup and I'm pushing nose down with trim!I'm working to keep 250knt IAS while climbing with 2400-2800fpm until FL100 then decreasing V/S to 2000-2400fpm and increase speed up to 280IAS until FL200......etc.what can I do for these problems.Do I wrong something?can I find a new AIR or CFG files or do I need to make new settings in aircraft.cfg file?thanks

Rustem selamlar, insallah kýsa zamanda calismalarini bitirirsin ama aman dikkat, ne yaparsan yap frame rate sorunu yasayanlari dusunmeyi unutma :)

Supper, Avsim'de Turkce forum olacagi aklima gelmezdi, fakat tek sorun bugune kadar anlattigimiz hersey ile ilgi ayni sorular bu sefer buradan da gelecek! neyse hayirlisi artik.

Bob, thank you very much for your interest about my questions and your replies. I've add your advises on my 737-200ADV notices.Thank you again and Merry Christmas from Turkey.regardshakan

Thank you for your answer Bob,I always using official release of yours except some little modifications of my custom use. I always prefer INS if I fly over 250nm flights.If only INS#1 in active on NAV flight, why we need the other one? because before flight we are making set the both of INS the same legs so we never use as active INS#2 even be make set. If we must

Hi guys,I saw this topic about INS on panel and I've a little question about INS on 737-200ADV panel of Tinmouse.Actually I want to know, do I make to do something wrong or not.As we see, we have two INS on panel, but I can't find INS selected button on panel.(for select INS1 and INS2 on navigation flight) Couldn't I see that select button or there was not like that button already? so we are using both of them on navigational flight as one INS!.which one is correct?thank youhakan737guven

Bob,I'm admire to patiently, you are answering to all question without boring. Thats great :)I've a question for you following this topic. Do you have a plan to make Sperry 177 autopilot optional in future? As I said before, I'm using tinmouse 737-200 since first day and main problem is getting climb or descent vario as manuelly. If we are in real airplane there is no problem coordinate with turn&bank on control yoke but in fS2004 this is real problem especially more than 30 degrees turns while descending or climbing. I hope you can make a "V/S capability" A/P or add a functions on this panel in future. If not able, thanks for everything, we can continue like that with classic aircraft tasty :)best regardshakan737guvenistanbul

Hi again Bob,thanks for your instruction about the change of command buttons in FSUIPC. Sorry for my english mistakes in middle of night. I'll forward your instruction to Turkish 737-200ADV users in Turkish virtual aviation forum.Thanks again for your interest. Meanwhile, there is a problem on spoillers functions still. sometimes opening full, sometimes opening only flight detend position. I tried two figure while landing tests, firs one with speed breaks arm warning lamp press second one, with mouse to get arm position the lever. In both of them, I receive a lever slide sound and checking lever full open on throttle panel but it seen doesn't open in spotview check. Maybe it is special for me.best regardsHakan737Guvenistanbul

Hi Bob,first of all thank you very much for your effort for us and I'm sure you are doing the best to do develop this great project.I've a question, what is the reason of change flap commands from FS keys to mouse commands? now time is local 02:27am in Istanbul. I'm was working to set with FSUIPC since 22:30pm local, so it took approximetly 4 hrs but I couldn't do it.I read it several times and tried to make step by step. As you know we don't have co-pilot in here :) and this aircraft "fully analog and manual"!. I'm usign this aircraft since first version years ago but fist time I'm tired while making test flights and sets.Why we can't use F6/F7 like as V1.1?what was the change? As I said I'm believe, you are working hardly and you are boring when you read complaints by amateur users or regular users.best regardshakan737guvenistanbul

Hi Bob,You are right,normally the most of aurobreak functions does like as you said in other add-ons. I like it very much flying with 737-200ADV when I want to fly in FS and I've a lot of chance to check systems.Autobreak did work once as well disengage when press manuel break button or turn knob to DISC mode (with check INOP lamp), but generally doesn't work. At least on my computer.Does work autobreak? yes, it does prefect except disengage problem but this is not fatal problem. if I turn knob from RTO to MAX (or any position first) and then DISC, autobreak can be OFF.But important problem SpeedBreaks. I tried tens times with all models in the same flihgt conditions but speedbreaks does not working as well for speed/vertical speed vario control during descend or levelled flight.In Old Tinmouse 737-200 version (tinmouse I)this function was working as well (in FFX models).You could be set the lever whatever you want in depends of descent vario or speed controll.Now, when pressed keyboard Speedbreaks arm buttons, lever going to flight detend nor ARM position.If I want to FULL OPEN position with keyboard or mouse in throttle window, when I check spoillers position on wings, spoillers are opens HALF.There is a problem but I can't explain as well.hakan guvenistanbul

meanwhile, I made a quick inspection of speedbreak levers movement capability of each B737-200ADV on tinmouseII.Continental and Delta are using PNK model,Lufthansa is using PHK,AirAtlantic is using CHK,Lan CArgo is using CNK and latest one my repaint VIPair is using PNK model.when I try to adjust of speedbreak lever(with mouse) in theese model, lever gone to direct full open position.Lever doesn't arange any position half or 1/3 position.but, Sudan air is using PGK model and in this model, speedbreak levers can be arange whatever you want to get position.1/3, half or full open.if you want I can add pictures about this situations.Models are generally the same except, cargo or PAX model and hushkit. but wings companents are the same. can it be a bug?Hakan737Guven

Tim and Omykron,thanks for your interest and share your opinions. I will most carefull about descend operation without speedbreaks and make more seriously TOD point calculate with 737-200 performance. But as my experience with cockpit flight or passanger in real life, speed break using seems a normal procedure of decend if necesseary. (if you comes high level and you must be decend short time.. but I'm agree with you, that operation's first goal is keep the speed while descend with high vario, not slowing down. I think I made wrong at this point)and second problem autobreak; Ok, I'll use manuel break until accept a bug and publish a fix.thanks again.hakan737guven