vololiberista

As far as I am aware the aircraft has to be at least a 90 degree tangent from the runway heading before the PO makes contact with the ground. If not more. It won't happen if you are still facing more or less the same direction from whence you came. For example it won't happen on a high speed turn-off.

The problem is also that there are also various levels of debug. Dave decided to encrypt it because in PFE days some users doctored the file in order to create false information. My thinking is that Dave would probably prefer an alternative method. But by all means ask and see what he thinks is the best method.

To be honest I'm with Froogle. ASE is fine for Simmers who must have clouds. It is not realistic and in fact is remeniscent of flyII. Whereas AS v6 is more realistic in my opinion.

It sounds as though you have a problem with your asignments. Check your brakes and parking brake in both FS9 and FSUIPC. Check your asignments to your control column and pedals.

Ok I tried it out and works ok. So you have another problem altogether. Try it out on default scenery.

In which case it is a problem with the model.

Obvious question. What happens to your other aicraft? Did you reinstall sim1.dll which modified the ground friction in FS9?

It worked because it was not written by MS!!!!

It depends on the actual elevation shown on your afcad. The latest chart available on Eurocontrol shows 353ft elevation for that runway end. The sim calculates millibars at 29.54545ft per millibar so 353 div 29.54545=11.94769 So 1027-11.94769=1015Mb. You are allowed a discrepancy of 1 Mb up to 8,000ft.

Well I can remember working in a company that ran its computer to do overnight processing. And it had a core store!! The computer geeks used it as a table tennis net! Well, my first flight sim was on a BBC micro with 28k memory!!

I don't think I've seen anything as you describe.

On the Super VC10 upgrade the PO automatically does the conversion for the QFE of the landing airfield.

As part of the Super VC10 Upgrade package http://library.avsim.net/search.php?SearchTerm=Super+VC10+Panel+Upgrade+Part&CatID=root&Go=Search of which you will need all 6 downloads you will find some cutaway drawings than can be expanded to A3 and printed off.

As has been explained above the 13hpa is what you would "deduct" from the QNH to obtain QFE. Also to remind you the differences in measurements as they are significant. You mentioned runway "altitude". The meaning of the word altitude is "above sea level". So that is always expressed as QNH. That means that the airfield "altitude" would change every day according to the pressure at sea level. Obviously that doesn't happen! Because instead one uses airfield "elevation". The physical height above sea level the same measurement one uses for mountains etc. In aviation the word "height" is used to express "above ground". So if I am at a "height" of 1,000ft that means I am 1,000ft above ground level. The ground level itself of course can be at any elevation. If you fly older aircraft without FMCs you will need to use QFE. The sim calculates one millibar i.e. 1 Hpa as 29.54545 feet. So in your example 13Hpa would be the equivalent of 384.09 feet (in the sim). But always allow for a discrepancy of 1mb and at 8,000ft allow a discrepancy of 3mb. And when setting millibars using a kohslman knob the convention is to adjust it to the setting below the required and adjust up until the veeder counter changes to the required setting. So your altimeter QNH setting is at the bottom end so to speak.

It does depend on where you are flying whether you should check or uncheck SIDs and STARs. Mostly in ICAO non FAA that is, you will be expected to fly SIDS and STARs. 'Tis true that on occasion real ATC might vector you off the SID or STAR for traffic reasons. So as a pilot in real life you must be prepared for both. That said the concept of flying a SID or STAR is to relieve pressure on both the ATC and the aircrew. As aircrew you are not going to be constantly disturbed during the final let down and ATC know that you will be funnelled to the FAP in an orderly manner. SIDs and STARs are published procedures and therefore take priority unless ATC direct you otherwise. So that means the aircrew knowing how to fly them and report to ATC at the appropriate point is a given. Bear in mind when you do practise them in PF3 that you need to add the SIDs STAR name to the runway. Once done ids done so next time you fly that flightplan you won't need to make any adjustments. Also bear in mind that some programmes like PFPC will often asign incorrect SIDs and STARs so it is important that you read the relevant charts and make any necessary changes. You'll find PF3 a very flexible programme that also doesn't "nag" you so much as others do!

So that anyone else can see on this thread, your posts were answered on the PF3 forum. For the demo version there is no "Use ATC Chatter" checkbox as in the demo ATC chatter is fully enabled by default. That said the number of voices in the demo is limited. You don't get to experience all 119 voices.

Another good route planner is http://onlineflightplanner.org/ It uses the latest airac cycles as well.

What is the hot start procedure? Which you would need for a take-off from say somewhere like Kuwait. In the Super VC10 for example the switches are set to normal which dissipates the "excess" temperature during the hot start through the airframe anti-ice ducts to the wings etc. So the EO would check that the MIs (magnetic indicators) on the Ainti-Ice panel were open even though the airframe anti-ice switch would be shut.

Gosh! You guys are so lucky. Only a single switch to worry about. 'Tis true that in the sim there is only one "working" variable. But when you have to design an entire "Airframe and Engine Anti-Ice Panel" which had to be done for the Super VC10 the coding gets a bit complicated especially as on that panel there are 15 switches, 9 magnetic indicators, 4 warning lights, 3 temperature gauges and 4 pressure gauges!!!

You need this gadget Adacalc http://www.aero.sors.fr/adacalc.html It will calculate headings and wind deflection for the holds. Also showing the correct procedural turns etc. Some real life tips If you're flying a jet transport then it's most likely that your AP may be limited to a 20deg bank angle. Adacalc will also calculate this so that your sausage is a little bit wider due to your slower turn rate. This is because in a jet transport your hold speed will be in the region of 22-230kts and passengers will not like the a/c banking steeply ie 30deg every minute. Also if required in the published hold fly the one minute leg on the outbound leg. This makes it much easier to fly accurately to the facility and turn at the facility. If you were flying a one minute inbound leg then whether the minute is not yet up or not you still have to fly to the facility and turn there.

My link is the only one that allows you to log in to get the charts.

All charts for All European contries are free on the Eurocontrol site. http://www.ead.eurocontrol.int/eadcms/eadsite/index.php.html It really isn't that difficult to register. When you have click on "Enter Applications" "OK" the "important legal notice" Then click on Pams Light Then in the box click on "Authority Code" and Search" The pdf file you require will be displayed in a separate pop-up. Charts on the Eurocontrol website are always bang up to date because all European aviation authorities are required to depost their charts with Eurocontrol. So anybody who says you have to pay is talking from their nether regions! In fact most European Aviation Authority web sites such as NATS in the UK link to them anyway so you might as well use Eurocontrol directly.

It's called Trolling Kyle!

On the second point you might like to try PF3 :-)

Early Caravelles used to extend the flaps to slow themselves down at high altitude. Causing loss of the whole wing!!! Flaps are simply not designed to be in such a fast air flow all be it in thinner air.