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VIPERGTSR01

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Posts posted by VIPERGTSR01

  6. Posted

    11 hours ago, RaptyrOne said:

    My son had this issue in his sim but I did not. We came up with a solution that might have solved this. Check your weight and balance. Seems that this can be set very far backwards leaving the aircraft nose wheel steering almost ineffective. When we moved weight forward, things were much better. If you are not adding fuel and weights into the 787, just flying in the condition it loads, seems WB can be too far aft.

    Differential braking acts on the main gear, hence it will work, even if the nose is too light. You do not need to assign a dedicated axis to the nose wheel steering (tiller) for the plane to turn.

    Interesting thanks for pointing it out. I will check this out later.

    I will see how this changes the flight dynamics as I found it a bit odd also.

     

  8. Posted

    3 hours ago, snglecoil said:

    Where A2A really shines is in more complete systems modeling. You are never going to flood the default plane, nor run down the battery...nor foul the spark plugs as already mentioned.

    Taking the C172 as an example, the default version’s flight characteristics are pretty good. I have no doubt A2A could work out the remaining inaccuracies, however. 
     

     

    I have actually run down the battery in the default 172 G1000, just left the engime cranking and the voltage will drop until everything goes black and the starter stops.

    • Like 3
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  10. Posted

    16 hours ago, Agrajag said:

    Before you try to fly, there's a minor bug with the Alpha yoke. The default bindings have four odd extra bindings for magnetos that you need to remove for the Headingr bug to work right. These are assigned to buttons 31 through 34. The problem is, there are no such buttons. More strange is that this somehow causes the Heading bug to move 10 steps at a time instead of 1. Why? Who the heck knows, but it's easy enough to fix. Go into Controls, select the yoke, search for each entry and delete them. Save and you're done.

    Just had a quick look at the bindings and 31 through 34 are set to the magneto switch, so if I remove those the magneto selector on the yoke unit will no longer work?

  15. Posted

    I agree the VFR map does lack a lot of detailed information. I personally use google maps on my second monitor which works well. 

     

    I also don't like how we can't remove our location (aircraft) from the VFR map, I prefer not to use it like a GPS. Unless there is a option to remove your position that I have missed?

  18. Posted

    Yes, reading this for the first time now I was about to bring up exactly what Luke just said above.


    A few times I have the trim given to me by the FMC as 2.50 (usually in the low 200's tons), when I adjust for 2.5 I green band is right on the end (I never bother going for exact numbers on the fltctrl page). Sometimes while it looks as set as 2.50 on the trim band it is often a tad less (as shown above on the MFD) and I just tap the trim up once to cancel the warning then proceed again.

  20. Posted

    So I start a long a long flight this morning, Singapore - Zurich (WSSS-LSZH). A flight I have personally taken in a 777-300ER and have been waiting a long time to replicate (200LR would have to do for now), even down to careful planning in PFPX to the exact minute.

    I was happily cruising around 9:30hrs into the flight, I come and go as I am not sitting at my PC for almost 13 hours, and I cancel a pilot response EICAS message. Start checking my time and fuel schedule to see how well the flight is doing (was 6 minutes early) and I get a Warning alarm and EICAS message ENG L fail.. This was a shock as I didn't have it programmed and don't even have a random failure interval set at all. At the first moment it was almost disbelief, could it be I got a engine failure due to service based failures!? This couldn't be, no way! It is..

     

    I did a quick check over everything and followed the mighty handy ECL and quickly prepared a drift down descent to a lower level, attempted a [futile] restart attempt before diverting to URSS (Sochi, Russia) which was only a tad over 100NM away. The aircraft trimmed out the asymmetrical thrust beautifully and made the approach and landing comfortable.

     

    I just had to make a thread about it because I never expected anything this interesting from service based failures, in all the time I used it in the NGX I got nothing but small niggling problems which I expected nothing but the same in the 777 even though I did speed it's rate up 10 times...

     

     

    One curiosity I do have, does service based failure remember how the aircraft has been treated? Not long ago I did extensive "performance" testing to this very air frame which included some... EEC ALTN modes and very heavy strain and limit exceedences on the engines, I just wonder if this might have played a part?

  21. Posted

    I've been experimenting with the air systems as well (and trying to recreate the above out of my own curiosity).  I've discovered though, regardless of the engine bleed air button position (at least with engines running on the ground or in flight), manually turning off an engine bleed air depicts the "OFF" overhead indication but the synoptic bleed air from both engines (green) appears to still be present (in all combinations of isolation valve and APU settings too).

     

    Anyone else run into this or is this somehow another simulated failure or something I missed?

     

    Shut off fine for me (besides a few seconds delay while the valve closes) unless the HPSOV has failed then I can't shut it off and it stays green.

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