SteveAull

I had this happen a few times while flying the Fenix. Minimize the Flight Sim window and close Fenix app then see if you can close flight sim. Steve Aull

Love the takeoff roll with him shaking his hand on the throttles like he's going down a bumpy runway. Steve Aull

Obstacle clearance altitude. Steve Aull

Works great. So easy to input flight plans. Tried RNAV approaches got around MSFS wanting to turn you around by inputting the IAF of the procedure into the enroute portion of the flight plan. When you get close to the IAF activate the approach and it works like a champ. Also all the nearest stuff works. Not bad for free 🙂 Stephen Aull

Yes. Great idea! Steve Aull

Then go into your BIOS and see what it shows. Also try tilting the computer while its running to see if the sound changes. Steve Aull

Ok just watch your video. Kind of hard to tell is it the fans spinning up real fast or something else. Do you have any software to monitor the AIO and the other fans throughout the case. Also look into MSI afterburner to monitor the system temps and other parameters. Steve Aull

Could be air in the cooling system. This will cause the pump to cavitate. Try laying the PC on it side or tilting it to see if it changes the sound. Steve Aull

FlyByWire A320NX Master has been updated to reflect the new hotfix. Steve Aull

I notice that if you start your flight at gate or parking lot cold and dark the logbook will not count the takeoff. If you start out on the runway then it will count the takeoff. Steve Aull

Generally a 152 never had DME installed. It's a training plane. Also VOR and DME are completely different radios. A VOR only provides azimuth in the VHF radio frequencies. DME is colocated at a lot of VOR sites but transmits and receives in the UHF frequency bands. VHF and DME (Channels) frequencies have been paired to work together. On some NAVCOM units when you dial in a VOR with DME the nav unit sends a signal to a seperate DME transceiver in the plane to dial in it's paired UHF frequency. VOR is receive only ie azimuth and sometimes voice. DME is more expensive because it transmits and reveives pulses to and from the DME site to compute distance at higher UHF freqs. Stephen Aull

Stephen W. Aull

https://www.youtube.com/watch?v=5ecueP1sVPU&t=1122s

https://www.youtube.com/watch?v=5ecueP1sVPU&t=1122s Stephen Aull

No it wasn't aimed at you. I was just trying to explain the RMI when it comes to raw signals. Steve Aull

Good conversation. I think everyone is misunderstanding what I mean. The ADF and VOR work on different RF principles. Yes you are right in that the the VOR needle does point to the magnetic bearing to the station. The nav signals from the nav radio are also sent to the RMI VOR indicator and since VOR theory and ADF theory are completely diffent on how the azimuth signals are generated. Actually the ADF is a relatively dumb instrument in that it just points to the station. The compass card is slaved to the magnetic heading, the ADF needle is tuned to the ADF reciever which gets RF from the Loop/Sense ADF antenna, and the VOR is tuned to the radial information from the nav radio. The RMI makes the VOR seem like it acts as an ADF to give a different way of looking at VOR data. Yes...if you are tracking to the station (directly) then yes the VOR and track will line up. What I'm saying is the RMI VOR needle is sensing radial info from the nav radio in affect always centered. So if I'm flying due North and am east of the VOR the VOR needle head will point to 270 which means I'm crossing the 090 radial from the VOR. If at the same time I have the HSI set to NAV 1 and CDI set to 090 or 270 then the needle is centered and just the TO/FROM flag will be different. I think the way the RMI is explained can mask the fact of how the two signals work. I think we are all thinking the same thing but getting hung up on bearing. With the RMI I no longer need to figure out the magnetic bearing to an ADF from my relative bearing sincethe ADF needle is overlaid on a slaved compass card. Also using the VOR needle and DME makes flying a manual DME arc a lot easier. No more twisting and turning of the OBS along an arc! Steve Aull

Also if you put the ND in VOR mode and center the needle then the course should correspond to the RMI VOR pointer. If your on the 25 degree radial in VOR mode then the RMI needle should also be on the 25 degree mark. These two should be the same because they are reading the same VOR signals which have the same declination. I can see where a magenta line drawn that represents a known airway than the track should match the published airway crs as shown on paper charts. The reason I think you don't I think has to do with old declination values in FSX. Steve Aull

I'll have to double check but I believe the VOR needle on the RMI actually shows what radial you are on due to the fact that the input to the RMI is still a a VOR signal. VOR signals don't derive bearing info it just sends signals to tell what radial you are on. Also TO/FROM indications which in the RMI case is which end of the needle is pointing up. Maybe it is different in a Boeing aircraft. Steve Aull NAVAIDS Maintenance Tech

Remember that the mag var data hasn't been updated since the release of FSX over ten years ago. Thats why you will see the white dashed runway extended centerline and the computed magenta line on final to be off slightly. This may help...... https://www.aero.sors.fr/navaids.html Steve Aull

Check out Garmins Voice commands for GTN https://www.youtube.com/watch?v=mXtyruKP6uw Steve Aull

In FSX you can autoland on any ILS. Flight sim's ILS signals are perfect in that the localizer is perfectly straight and the glideslope signal is at a perfect angle without any irregularities. In the real world that is not the case. The ILS signal can have a certain amount of scalloping on the centerline and/or the glidepath. To get smooth centerlines and glidepaths to touchdown and along the centerline of the runway for rollout requires upgraded ILS equipment so to speak. Siting of the glideslope can be especially critical since most use what is called an image array. The terrain in front of the antenna must meet tight grading tolerances to ensure no distortion in the signal. I've seen stuff that has been buried a mile away cause problems with the glideslope structure. The standby transmitters must be in hot standby ready to fire up if the primary has a fault. Monitoring of the signals is at higher tolerances. The list goes on and on............ Basically a lot more money is involved to install and maintain the level of accuracy required. Lets say your hand flying the ILS, any small irregularities in the signal usually will be dampened by the instrument itself and also by the fact that you wouldn't be chasing every little excurion in the glideslope signal.. Now imagine doing final at 140 kts and the autopilot is flying the raw ILS signals which are not dampened out. The closer you get to the touchdown the more critical the structure of the ILS signal needs to be. Any big excursions could cause the autopilot to plow you into the ground or at least unstabilize the approach at a critical time. Most of the tolerances the ILS is flight checked at won't even be noticed by the average pilot however the autopilot is a different beast! Just some food for thought. Steve Aull Former USAF Navaids Technician

I didn't know they were back!... http://easternairlines.aero/ https://www.facebook.com/easternairlinesgroup Steve Aull

Dancing with the Devil ! ! ! I had bought AS16 along with the cloud package a couple days ago. My home station is Owensboro Kenetucky (KOWB) and we were expecting some storms so I thought this would be a good test of AS16 along with my trusty PMDG 737. It had been raining pretty heavy all morning and local wx stations calling for possible flash flooding. Took a quick look at local radar and it confirmed steady rain heading NE into the area generally painting yellow on the radar. To the northwest you could see an outflow boundary of wind heading into the area. Looks like a good time to test things out. Setup the 737 on rwy 18 at KOWB for quick departure to have a look see. Got things fired up in the sim and ready to go. Out the window was overcast and rain. Turn on the radar and I see patches of red all along the departure heading with some gaps that I could weave thru right after departure. The plan was to climb to 15000 look around and head back for an RNAV 18 landing. Looks like I'll have room to get to clean configuration before having to weave my way thru the bad stuff. Ok let get this partty started.Stand the throttles up and hit TOGA and get the climb going at V2+20. Alls looking good in the climb-out and we entered the overcast at about 1800 MSL. Suddenly the plane was hit with downdrafts then updrafts...speed was varing plus or minus 30 to 40 kts...Wait what is that....damn the stick shaker is going on and off...reduce the nose reduce the nose...full power...full power...ok..ok...looks like we are fine now. Lets start deviating to the right...ok we are breaking out of the overcast only to see numerous CB's towering all around me along with blue skies in-between and the overcast below. All the CB's matched what was showing on the radar so I decided I could visually remain clear of the building storms. Some storms I could hug right next to while other would rock the plane so bad that systems where going off-line. Lets head west as the local radar said it would be clear. Also better get on up to 25000 and once clear could do a turn around and have a look at what I had just gone thru. About 15 mins to the west and at FL250 I was in the clear. Decided it was time to turn around and have a look see at the system. Put the heading bug back on KOWB and start the turn back. Wow...what a system...heading back in I could see broken layers of clouds and numerous thunderheads all around the area. Decided to climb on up to FL 350 to see how high these babies were at. Once level it looked like most where at 27000 to 30000, however some were still towering above my altitude. Ok lets set up for the RNAV 18 and start the letdown. The map was showing red to the south of the airport with some nice gaps to the north so looks like I can make the approach. Lets get down to approach altitude and see. Descending I could visually dodge the storms and back that up with what the radar was showing. Passing thru 10,000 ft and bottom portions of the storms were dark while the towering tops bright white. Passing over some smaller storms would produce some serious turbulence so I would have to watch that. Now on a long right downwind for RNAV 18 I see building storms to north and west of the FAF...do I have time to get in before they hit? Started dropping to 3000 ft and reducing speed to 210 noticed overcast deck to the north and east so I knew I had an out. As I turned for the long base I could see the storms had drifted onto the final approach course. Ok let head back up to 10,000 so I could breakout of the overcast and visually see the storms and weave my way back out and think of plan B. Looked to the west and thought of and alternate landing at KEVV 30 miles away. Put it in the fix pages and saw that it was not going to work...more damn storms building up around the area. I was hoping I could wait it out but it was not meant to be. Diverted to Louisville (KSDF) out to the east and setup for ILS 17R. Heading that way I could see only overcast skies and the storms that I had been dancing with earlier where headed that way. Lets get the speed up and get into Louisville before the storms beat me to it. Finally set up on final I could visually see the storms closing into the terminal area. Broke out of the overcast for a nice landing on a wet runway to 17R. By the time I got to the gate the storms were about 5 miles to the west. What an immersive experience. All told I ended up flying around for over an hour and a half without ever noticing the time. Also better give the storms a wide birth. Sometimes I could skirt real close and nothing...other times I was well clear visually as well as on radar and still got hammered. Steve Aull