richjb2

They may regret that if GPS goes away...

Can't anyone do a Flight Director correctly??? The airplane symbol is orange or white, and the command bars are yellow. How many cockpit pictures are there on Airliners.net! Then, we have "V" bar flight director command bars with a split cue flight director airplane symbol! I'm saving my money on this one. Rich Boll

Time to put these guys out of business... I'm tired of wasting money.

Strongly suggest that you go to the FlySimWare Discord channel. You will instructions and files that will help you set up the FSUIPC to work wtih the FSW Lear 35A. Rich Boll

So let me understand this... A “Bush Trip - Scotland” package is crashing the singularly most used add-on in the MSFS community? A “Bush Trip - Scotland”? Really! Yes, I'm going to remove a “Bush Trip - Scotland” to keep flying throughout the rest of the world.

One thing that you must understand with the MSFS flight controls...or any flight sim controls...is that the game controller movement may not match 1 to 1 with the real airplane or the simulated airplane. For example, on my PFC yoke (a very expensive yoke), I can only move the control wheel 60 degrees, left or right, either side from center. The real airplane yoke can move 90 degrees left or right. So, the simulator must scale 90 degrees of the airplane's control movement into 60 degrees of movement of the flight controller's yoke. If you use linear scale, the amount of flight controller movement in degrees will be exaggerated in the movement of the actual aircraft's control yoke in the simulator. That leads to over controlling of the airplane. With your new rudder pedals, they likely do not have near the fore and aft movement (throw) of the real rudder pedals. In the real airplane, they can move 6, 8, maybe 10 inches. Your rudders move fore and aft maybe 3 inches? Again, a linear scale will exaggerate the movement of your rudders on the floor and the movement of the rudders in the simulator. That leads to overcontrolling. There are some solutions. First, with rudders buy a set with the longest fore and aft throw. Same goes for any controller. If you cannot find or afford one, then you can use the MSFS Controller Sensitivity settings to set a "negative sensitivity" that flattens the response curve for initial small movements and larger movements as you move the rudder more. Sometimes, with controllers you need to use the Extremity Dead Zone to allow your rudder controller movement to match the airplane's rudder movement in the simulator. However, this means that you give up full rudder movement in the airplane. One way to see how this all works is to sit in the cockpit and set the controllers sensitivity settings so that the controller movement matches the flight control movement in the simulator through the initial 50% of movement. You will then have more sensitivity with the later 50%, but that may be an area of flight control movement that you seldom use. Again, trial and error will help. Also, consider moving the reactivity to lower levels. MSFS is way too sensitive. Every airplane flies like a Pitts in MSFS with reactivity set to 100% It is hard to find flight controllers that have the full control movement that match the aircraft. Same process holds in XPlane. Rich Boll

15000 is the STAR transition Minimum En Route Altitude (MEA). 5700T is the STAR transition Minimum Obstruction Clearance Altitude. Rich Boll

Looks like you might have accidently moved the PITCH TRIM control to "OFF". It is right next to the SEC TRIM paddle switch. Check and make sure that i is set forward to primary. If that is not the problem, the make sure that you are pressing the arming button when you move the control wheel barrel switch with your mouse. It can difficult to move that switch with a mouse, so it is better to bind the primary trim to a joystick button. Go to the Flysimware Discord to find help in binding these switches to your joystick. Rich Boll

Agree with Epikk, Come join us on the HotStart Discord Channel. You'll find quite a few active CL650 pilots and the developers willing to help you. Rich Boll

A Citizen "Railroad Approved" watch.... 🙂 A Short History of Railroad Watches - WatchTime

Thanks Damian, I misinterpreted that second download as an alternative download website. My bad. By the way, nice job with ASCA! Thanks! Rich Boll

How do you download the 4096 texture resolution package? I purchased ASCA from FSshop, but I do not recall seeing an option to purchase the HD package. Also, there is no option to separately purchase this HD package on their website/ Is the HD package a separate purchase, an optional download, or a feature "yet to come"? thanks! Rich Boll Wichita KS

Hi Dan, I always understood it this way: Good Landing = Everyone walks away Perfect Landing = You can use the airplane again! :-) Rich Boll Wichita, KS

Ted G has created some good videos from the STARS display. I'll try to send those, but FAA's server may block it since they are near the 10 MB limit. Standby ...

let me know if you receive an email from me....

Excellent post, Kyle! Bruce D. Would be proud! Another reason RNAV approaches are being used instead if the ILS is the concept of Established on RNP (EoR) on parallel operations. At KDEN, they are using EoR with one aircraft on the ILS to one parallel runway and another aircraft established on the RNAV (RNP) AR to the other parallel runway. Using this method they are able to reduce the vertical separation required between the aircraft as they merge on to their respective finals, which reduces the distance the aircraft need to fly out on downwind and the back in to the final approach. This increases runway through put. EoR is being evaluated in visual conditions, with eventual application to IMC. There is also work underway to design RNAV (GPS) approaches with TF legs that will permit the same EoR operations. This will help those aircraft not approved for RNP AR or those that cannot fly RF legs. Rich Boll Wichita KS

My apologies, Jaime! Rich

Jamie, I have never seen the Collins ProLine 4 or ProLine 21 draw a circular holding pattern. Further, I have never heard of circular holding pattern being depicted. I would consider that atypical. Rich Boll

Jamie, et al.. The manner by which FMS flying holding patterns differ from the way that conventional holding patterns are flown using basic VOR/NDB navigation. Further, each RNAV brand performs holding differently. In most cases, the leg distance, nav-database coded or pilot entered, is used to calculate the inbound leg distance. The RNAV system will vary the length outbound leg to make good the programmed inbound distance. The one exception that we found is the Smiths/GE B737 FMS, which flies the both the inbound and outbound leg the same length. Based on the Honeywell B777 FMS Pilot's Guide description of holding, I suspect that the FMS only apply the distance to the inbound leg and permits the outbound leg length to vary based on wind as necessary to make good the inbound leg length. Interestingly enough, none of the FMS/GPS systems fly time based holding. If the plot programs the FMS for a "1 minute" hold, the FMS actually computes an equivalent distance and applies that distance as described above. As far the inbound turn or the outbound turn, some RNAV systems use a constant bank angle on one or both of the turns and let the size of the hold pattern vary with the wind. Some will assume a constant 25 to 30 degree bank turn on end or the other and then vary the other turn's bank angle during the turn. What is known is that the RNAV system will compute and then a lock the holding pattern entry and turn parameters as some distance/time factor prior to holding entry. Some systems may recomputed the hold pattern turn parameters (bank angle used, etc.) during each circuit when passing over the holding fix. According to the Honeywell Guide, the B777 recomputed the holding pattern size passing over the fix each time and re-display the holding pattern on the ND. It is also important to note that the holding pattern size is predicated on the TAS equivalent of the VNAV target speed for the hold plus wind component. If you are manually flying or using FLC at speed higher than the computed target speed, the holding pattern flown will not conform to the holding pattern size computed by the FMC. In other words, make sure the automation is flying the hold as intended and allow it to slow the aircraft appropriately. While some RNAV OEM's claim that the holding pattern computed by the FMS/FMC will not exceed holding protected airspace, this is in fact not true since the FMS/FMC has no way of knowing what size holding template was used to assess holding protected airspace. Further, the holding pattern template changes every 2000', increasing in size as you go up and decreasing in size as you go down. The holding pattern size is not coded in the nav-database, so there is no way for the RNAV system to know the holding pattern template size. This is another reason to slow the aircraft to the recommended holding speed, not to exceed the maximum published speed, for the hold. Best regards, Rich Boll Wichita KS

Thanks everyone. I'll leave P3D on my wish list for now and make the jump when the 64 bit version comes out. Thanks! Rich

No, it is more an airline issue. Airlines tanker fuel quite often especially where fuel cost are high, like JAC. Surprisingly, I hear that SWA tankers quite a large amount of fuel into the hub at MDW because of its high fuel price.

Pardon me if the question as been asked before. I am considering upgrading to P3D. I have held off in hopes that Lockheed will release the 64 bit version. I don't care to purchase the product twice. Is Lockheed still planning a 64 bit version, or is this merely wishful thinking? If they are planning a release, will it be an upgrade option for the 32 bit version or standalone purchase? Any insight would be most welcomed! Rich Boll Wichita KS

Depends on the airport of landing. A common problem with the -800/-900 is being above the approach & landing climb weight limits on arrival at high altitude airports (e.g. Jackson Hole WY - KJAC). While landing climb is not a limitation with two-engine aircraft, the approach climb requirement with one engine inoperative can limit the landing weight and/or the flap setting used. These airplanes may need to use Flaps 30 for dispatch and landing in order to meet the performance requirement. At KJAC, using flaps 30 and at some of the heavier weights used on landing due to fuel tinkering, these aircraft are bumped into approach CAT E for which there are no landing minimums published. Of course, if you have to use flaps 30 it will increase landing distance and required field length. It is a balancing act between these two weight requirements. Rich Boll Wichita KS

Thanks! Rich

South takeoff on runway 15 at ASE. That doesn't happen very often! What scenery was used for EGE? Thanks! Rich Boll