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MeneMene

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Posts posted by MeneMene


  1. Going from Frankfurt to Bangkok in the PMDG 747, over Armenia/Georgia I encountered a large belt of thunderstorms at FL330. I was never actually in visible moisture, and avoided all the clouds- there was a sold layer below me, with the "anvils" extending up past my altuitude, but I avoided them. Using ASE, my cloud icing slider is set to a maximum of 75%. I started noticing bad turbulence, so I slowed down to M .78, and from then on the plane flew like a brick. I was stalling, couldn't keep altitude, and could barely keep above 240/250 knots with the engines running constantly at 103%. I was able to descend to FL220, where I could maintain 250 knots and barely keep altitude, with the stick shaker going off all the time. This definitely sounds like icing- but I never flew into visible moisture. Eventually, I gave up and quit after two hours of slogging around at FL220/250 knots, with all anti-icing on, with no improvement. 1. Using ASE, when can I tell that I'm in icing conditions if the plane doesn't come equipped with a detector? There was no visible moisture in the air that I was flying in, so the only safe thing to do would seem to be to keep anti-ice on whenever large clouds are nearby, which doesn't seem too efficient or realistic. If I'm wrong, please correct me. 2. If I get into the above situation, how do I fix it? I kept on for a while with all anti-ice blasting with no noticeable improvement. Should I have kept on descending? IIRC, the TAT at my final altitude was something like -5 C- do I need to go all the way down to an above freezing temperature to get rid of the ice, or should the anti-ice devices be able to clear it? thanks+


  2. This is because you are climbing faster than your Flight Plan allows for - i.e reaching your waypoint altitude before the waypoint. If you have waypoints during the climb, PFE will stick to them. If you set them all to your planned cruise altitude, PFE will not bother you like this. This never fails me. Of course, like so many things in FS, we all have different ways of wanting to do things and my methods (such as that described above) may not suit others. It is unfortunate that PFE does do odd things with your flight plan (mainly caused by the PF2000 generator, I suspect) and personally I find the learning curve on how to manipulate it for the desired results heavier going than learning to use the software itself. John
    OK- so I should keep all the climb waypoints to the cruise altitude. What about the descent? Do I need to manually calculate a descent profile and set each waypoint to the desired height, or can I leave them all at the cruise height except for the ones with constraints? thanks

  3. Your SID will always have an altitude limit. You can find it in any SID plate. Once PFE ATC has acknowledged that you have reached your SID ceiling they will give you an altitude of their choosing.Here is the initial part of a FP from EGLL to LIMZ:-EGLL 80MID DP 4000 26nmHAWKE FL250 75nmXAMAB FL290 87nmVEULE FL390 112nm Quite often if the airspace is busy I'm not cleared above FL60 until MID (which is actaully quite realistic!!). But sometimes I might even be cleared up to FL170 before MID. Also when there is little traffic PFE ATC will give "No Speed Restriction". So each flight varies. Having said that the step downs usually follow the FP exactly.vololiberista
    OK thanks- I've only done two of the same flight so I didn't know if this sort of thing happened all the time or if it did in fact vary. So two questions:1. If the descent clearances pretty much follow the flightplan, does that mean I have to assign an intermediate altitude for every waypoint in the FP past the TOD? I mean, calculating those are what the FMC is for. Let's say my cruise altitude is FL350. My first initial constraint is FL180 at a certain waypoint. If the waypoint before that is 5 nm away, do I really have to do the math and set it to FL195 or so? If so, that seems like a pain. 2. On both of the flight's I've done, PFE has missed me going past a waypoint. At least I assume it has, because it kept me on Madrid control all the way into France when I gave up and quit, and kept reporting my position as 4XX miles from an intersection over Spain. Is the report position option the easiest way of finding out which waypoint PFE thinks is next in line? The first time, it missed me going past my first waypoint, and I was able to fix it by requesting a direct-to. However, the second time, with the intersection in the middle of spain, the direct-to feature was unresponsive, and hitting ctrl+shift+w didn't do anything. Hopefully a reinstall will fix the certain commands becoming unresponsive, but are there any tips on how to get PFE to correctly keep track of which waypoint is next? thanks

  4. It went a bit better this time- I did get cleared to my cruise altitude. I set the 6000 foot restriction on my SID, and last time I must have forgotten to reset my altimeter leading to me not reaching that height.The only gripe I have is that departure didn't clear my to a higher altitude after contact, but waited until I had leveled off at 6000 to trigger my higher clearance. Is there any way for PFE to clear you to higher altitude as you're approaching the initial restriction, as opposed to waiting until you reach it, so you don't have to level off at low altitude?


  5. Well that didn't work. I didn't get any descent instructions at all, which means in this whole flight I got no altitude change instructions. I certainly hope I did something wrong. I was using the WILO4C STAR into EGKK, with the following altitude constraints set in PFE: 18000 feet at KATHY and 13000 by GWC. Nothing happened. What's more, while the H+number key worked to increase altitude, the L+number combination refused to ask for a lower altitude, and it was just as if I had pressed the number without hitting L at all. Here's what I did before the flight:1. Made this FS Flightplan

    [flightplan]title=LPFR to EGKKdescription=LPFR, EGKKtype=IFRroutetype=3cruising_altitude=33000departure_id=LPFR, N37* 00.51', W007* 57.57',+000024.00departure_position=28destination_id=EGKK, N51* 08.53', W000* 11.25',+000203.00departure_name=FAROdestination_name=LONDON_GATWICKwaypoint.0=LPFR, A, N37* 00.51', W007* 57.57', +000000.00,waypoint.1=FR612, I, N37* 01.45', W008* 04.03', +000000.00,waypoint.2=EVURA, I, N38* 39.53', W007* 55.06', +000000.00, UN873waypoint.3=BIRBA, I, N39* 06.20', W007* 30.43', +000000.00, UN873waypoint.4=PORTA, I, N39* 19.48', W007* 18.09', +000000.00, UN873waypoint.5=RODAP, I, N39* 37.56', W007* 03.54', +000000.00, UN873waypoint.6=BABOV, I, N39* 52.35', W006* 52.24', +000000.00, UN873waypoint.7=BARDI, I, N40* 35.00', W006* 18.08', +000000.00, UN873waypoint.8=ZMR, V, N41* 31.48', W005* 38.22', +000000.00, UN873waypoint.9=NUBLO, I, N42* 39.57', W004* 59.19', +000000.00, UN873waypoint.10=GOKAN, I, N43* 26.44', W004* 31.36', +000000.00, UN873waypoint.11=DELOG, I, N44* 19.44', W003* 59.14', +000000.00, UN873waypoint.12=DESAB, I, N45* 49.49', W002* 57.33', +000000.00, UT176waypoint.13=TERPO, I, N47* 20.56', W001* 55.44', +000000.00, UP87waypoint.14=GODAN, I, N47* 38.31', W001* 57.35', +000000.00, UP87waypoint.15=DIN, V, N48* 35.09', W002* 04.56', +000000.00, UP87waypoint.16=REVTU, I, N49* 35.49', W001* 43.32', +000000.00, UP87waypoint.17=BOLRO, I, N50* 00.00', W001* 41.29', +000000.00, P87waypoint.18=DOM08, I, N50* 07.18', W001* 40.51', +000000.00, P87waypoint.19=DOMUT, I, N50* 15.42', W001* 40.09', +000000.00,waypoint.20=KATHY, I, N50* 31.14', W001* 19.59', +000000.00,waypoint.21=AVANT, I, N50* 49.12', W000* 56.18', +000000.00,waypoint.22=GWC, V, N50* 51.18', W000* 45.24', +000000.00,waypoint.23=HOLLY, I, N50* 53.12', W000* 05.42', +000000.00,waypoint.24=WILLO, I, N50* 59.05', W000* 11.30', +000000.00,waypoint.25=EGKK, A, N51* 08.53', W000* 11.25', +000000.00,

    2. Opened PF2000, selected 33000 as the cruise altitude, and opened that flight plan. Then I hit compile, and exited when it was done. 3. Opened PFE, selected the ADV. In the waypoint adjustment altitude window, I set KATHY for 18000, GWC for 13000, and HOLLY for 8000. I set the end of the DP for EVURA, and the beginning of the STAR for DOMUT. 4. In the SID/STAR airport page, for LPFR, I named EVUR6 as the SID for rwy 28, with a completion altitude of 6000 and a transition altitude of 4000. For EGKK, I named WILO4 as the STAR for Rwy 26L, with a minimum altitude of 2000 and a transition level of 6000. As far as I've been able to read up, that should do it. However, this led to PFE not detecting that I had passed the first waypoint, FR612, and then not providing me with any altitude guidance at all for the duration of the flight. What did I do wrong?


  6. I'm currently doing my first flight LPFR-EGKK. One hitch:My flightlpan calls for the EVUR6V SID out of Faro, which involves heading straight for a few nm to FR612 before turning north to EVURA. I went into the airport's SID/STAR page, typed in the name of the SID and set the altitude for 4000, the sid's initial cleared altitude. Then, in the altitude constraint page, the one where you can enter altitudes for each waypoint, I selected EVURA to be the end of the sid. Clearance and take-off went well, with ATC telling me to use the correct SID with the 4000 ft initial clearance. The problem was that after that, I was never cleared to a higher altitude. After turning north to EVURA, I waited for a few minutes at 4000 feet before asking to climb higher due to clouds, and I was cleared to 17000 feet. I was then told to resume own navigation, and continue climbing to 17000. On reaching 17000, I was not cleared any higher, and after waiting for five minutes or so, hit 4 again, and was cleared to 19000. By this time I was on Lisbon center. I hit "position report" by mistake, and then ATC told me I was XX distance from FR612- which I had already passed. I thought PF automatically dropped waypoints that were close the airport? I then asked direct to the proper waypoint, which was acknowledged, but I still wasn't cleared any higher, and I eventually figured out that the "H" key is a better way of changing altitude than the "4" option, and used that to get cleared up to 33000, my cruise altitude, where I am now over the Bay of Biscay. So- I probably did something wrong- any ideas as to what? Starting from a flight plan that includes the SID, after that has been converted by PF2000, what options do I need to enter to get my initial clearance to be 4000, with the ATC continuing to clear me up higher when (before, preferably) I reach 4000? Was this problem mostly due to PFE missing which waypoint I was headed for, or was it my mistake when I set the SID altitude to 4000? thanks


  7. I bought it as well and so far the voices and number of callsigns seem much better than RC- it also seems as if PFE can "do more" than RC can- specify a certain SID/STAR, specify where that SID/STAR ends or begins rather than a set nm distance, making the ATC aware of your altitude constraints. However, I am having some trouble. I've been trying to run the PFE_Displayer to show exactly what channel I'm on and what comm options I have, but the program will not start on my setup, which uses Windows 7 64 bit. It is set to "run as administrator". Is there a special way to get this to work? When should I be trying to start it? I also posted this over at the PFE forums and haven't gotten a response yet.


  8. On pg 59 of the manual, it says that after I go around and achieve positive rate, the tower will hand me off to approach, which will ask for my intentions. It then says that I can ask for vector approach, hold as published, delay vectors, IAP approach, and proceed to alternate. I don't seem to have these choices.In my experience, I get handed off to approach, who then immediately tells me to expect vectors, without giving me another option. I can only say yes or ask him to repeat. Once I say yes, I'm forced to follow vectors. That's not how it's described in the manual. Why the discrepancy?thanks


  9. I took a break from FS and am now starting again- I'm trying to get the Digital Aviation Fokker going, but I'm having one really bad problem that's holding me back.The PFD has the various mode indications at the top. The farthest to the left is the autothrust, and I can get that to work OK. The one next to that, to the right, is the autopilot mode, and it is currently stuck in an amber MAN. I need this to turn green. As it is, the FD switches are unresponsive, and I can't arm any autopilot modes. I have searched for more than an hour as to what the amber MAN means and how to fix it, with no luck. I would guess something to do with a manual mode, but I can't figure out how to get out of it. All the flight augmentation systems are on, the IRS is fully aligned, and the FMS is initialized.thanks


  10. Don't know exactly where to put this, so sorry if it's in the wrong place.I'm trying to batch process my old FS9 AI .bmp textures into .dds format for fsx. It's going to take quite a while to manually convert them all using convImX, and I don't have much experience at all with batch files and can't find any information on what batch commands that program accepts. Could someone help me write a simple batch file that I could drop into each aircraft texture folder and execute, which would convert the .bmp textures into .dds with DXT5?thanks


  11. I'm starting my migration over to FSX from Fs9. I don't really do GA at all and stick to commercial flights. I've decided to use the New York area as an FSX stress test, and once I get it running "smoothly" there it should be adequate in other places. Right now, without traffic, it's extremely playable. When I do introduce 100% airline traffic, i get around 10-15 fps while flying around the FSDreamTeam KJFK in a default cessna. I'd like to improve this if I can, to make it playable when I get more complex aircraft installed.I understand that UT2 has native-fsx traffic models, which should improve frame rates. Their website also says they use aircraft made by the likes of AIA, TFS, etc. Would I be able to use my old repaints, and just replace the model files in the ai aircraft that I copied over from FS9 with the UT2 ones? Or do the UT2 models have their own repaint layouts?thanks


  12. Open up the vasFMC/navdata folder and check that the cycle info, airports, navaids, waypoints text files are there, and check that the cycle info is correct. If not, something went wrong with the navigraph installation, and you should run it again, and make sure it's being installed into the correct location. Actually, I would install the navigraph again either way, just to be sure. After this, try selecting the airbus before you start the flight.


  13. Not sure what you mean by full screen mode- vasFMC comes as either a stand-alone program that connects to FS, or as a gauge within FS. I'm using it in the latter sense, and run FS just as I normally would.If you know how to edit panels, you can assign the vasFMC gauges into any panel you like. However, the ECAM only features two engine dials, as it was originally made for the A32X, but I think a four-engine one is in the works. The pre-configured panel that comes with the project airbus downloads at the site are built around Ken Mitchell's panels- a 3rd party panel with the vasFMC gauges swapped in. I have copied that and replaced the pedestal section with a four-engine one from Ken Mitchell's A340 panel to let me use it on the A380 and A340.Apart from the Fuel INIT CTD's it works like a charm, and there's a support thread going on now at the vasFMC forums about that.


  14. The new freeware release of vasFMC has features like v-speed calculation, fuel prediction, flex settings, and a basic fly-by-wire control setup, and has profiles for use with every type of airbus, from a318-a388. If you go to the vasFMC website you can download the project airbus a318-a320 and the a380, all preconfigured with the vasFMC panel. I have additionally taken the POSKY A330,A340 and the overland A345 and A346 and merged them with vasFMC as well. Many people are having some CTD's with it when using the fuel prediction feature since it's a new release, but I'm very confident that will be fixed soon.Using the preconfigured panels mentioned above you don't get advanced hydraulics, fuel pumps, etc, but you do get a rock-solid FMC with realistic performance and descent calculations and hold patterns for free, which is more than can be said for the wilco bus. I'm no expert at the airbus fly-by-wire system, but when being hand-flown the aircraft accurately maintains pitch and bank, has a type of FLOOR protection, and simply feels right. The profiles you can load contain accurate weight and thrust information, letting you use it for anything from a a332 to an a346.I've been hunting for an airbus for a long time as well. I never bought the airsimmer and can't comment on that, for good or for ill. In my opinion, the only thing the PSS airbus lacks is anything close to a FBW system, and the basic one used by wilco is the only advantage it has over the competition. I think that if it were possible to get some more advanced systems like hydraulics and fuel settings into a panel using vasFMC it would be the best airbus simulation to date.All that said, it's a real shame that over the 7/8 years fs2004 has been out, no developer has made a complete airbus package.


  15. I figured it out. What you have to do is load the sim with the cessna, all avionics/engines off, switch to the real Flight 1 ATR, then switch to the merged ATR and everything works fine. In addition, to anyone doing this merge, it's good to reorder the flaps section of the aircraft.cfg so the one that's marked //pitch is the first one, because otherwise full flaps leads to a full crazy-looking 90 degree extension.

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