davierosoft

Hi all! I'm a new buyer of AAO and I already tried to study the manual and to do a script with the editor. However it is always "red" and I really don't know if I'm doing correctly. I want to add some TTS voices to be activated with the mission system of the hype h145 helicopter. The mission script may create LVARS and assign them the value I want. I want to use a single or multiple LVARS to trigger a TTS voice however it seems I'm losing something as when I enter (L:VARIABLE_BLABLABLA, number) the red light is there and giving me the error for the entire command. If I try to put the == if and so on, I always have the red light so for sure I'm doing wrong but I'm lost... I have also a question: If I want to use a single LVAR to trigger let's say 10 different phrases, not in a specific order, and only when the variable is set to it, do I need to put a repetition or goto or something? Or it will continue to run the script?

https://www.simforums.com/forums/problems-with-ezca-3-and-vtol-airplanes_topic61290.html Hi Rob, in the above link another user is having the same issue as me. He downloaded the MV22 basically to test if he is having the same issue.

Update on this issue: I've updated Ezca to ezdock 3... Now the hovering problem is a very BIG problem... Previously it was working with just the little bug I described. Now, with EZDOCK 3 no hovering is possible. When I select it it will not slow down the airplane and after some seconds it stalls with no apparent reason. F35 B is no more usable in VTOL configuration. I need to check the V22.

Hello people! After long time I'm back on the forum, this time with an issue. I recently bought Dino Cattaneo's F35 ABC package. I found an issue in the vertical take off. The Aircraft is like "glued" on the ground (it can taxi) also if the power setting is at maximum and the GW is less than the VTOL limit (40.6K lbs) Changing the Aircraft view from inside to outside, and outside to inside will allow the Aircraft to take off like if the glue is immediatly removed. The same happens if I pause/unpause the flight, or open the ezca interface. I know, you say "why do you think it is an EZCA problem?" It is because the same behaviour is present on the MV-22 Osprey. The MV22 and the F35 have in common the same VTOL code made by Rob Barendreg. I know this because I already contacted Dino and Rob. After a troubleshooting phase I found that disabling EZCA (disconnecting EZCA completely from simconnect) solved the problem (leaving me with more, no hat switch for views…). As neither Dino, neither Rob are aware about other users with the combination EZCA/VTOL airplanes issues, I ask here... Anyone with this issue? Anyone found a solution to that? Thanks Andrea Daviero P3D V4.3 EZCA 2.7.1.17

Ground speed is the orizontal true speed of the plane versus ground, however on a plane is the most useless info we can have. It is used just to plan or info. Ground speed cannot reflect stall speed, you can theorically have a 0 ground speed with 200kts of air speed but 200kts of winds.

I'm not more using NGX because I'm not oftn at home, however I remember that you can turn on the cabin lights when the Aircraft is connected to the ground cart, like the ground service. Maybe it is in the light section of the CDU pmdg setup page.

Just to explain ground service: Ground service is not the same as speaking of ground power. Ground service is a mode of use of the ground power, a way to power only the "service" utilities for ground cleaning. This means that cockpit will be off while cabin lights and AC plugs are on. The batteries are also charged in this mode. Ground service switch is located in the forward galley panel and it is spring loaded to OFF with a magnetic latch to ON. When it is turned on and ground power is already avaiable the switch latches to ON and stays on until someone turn it off or when AC power from ground cart will be no more avaiable.

:blush: Yes, sorry, my mistake

If you read the manual you will find how true realistic it is. The 737 VMO limit is 340/.80 mach wichever comes first. The barber pull indicator will remain to 340KTS until around 26000 fts, then it will start to decrease as it is not more linked to Kias but Mach number. Under fl260 you will have 340kts limit (wich is less than .80 mach), above you will have .80 mach limit wich is less than 340kts. The reasons were already posted, air pressure varies with altitude, and the aircraft main indicators show CAS (calibrated air speed) aircraft velocity in the sorrounding air.

I continue to tell you that works as it must for the automation that the system has. If you need to disconnect the cart to remove pressure, you are doing something NOT REAL, something that is worst that automatically turning off the air after the first engine. We are not speaking about an Aircraft system, we are talking about an external cart ant it can be either connected or not, supplying or not or even off or on. Basically, or PMDG must simulate the entire cart logic, or, it is better as it is as it works as supposed to be used in real life with all the automation needed. PMDG will look at it, I hope they will add a command to turn air off without disconnecting the cart, or it will be a BUG.

Kevin, this is the only part I'm 100% with you but: Let's see some cases: 1) Normal first engine start (eng 1 or 2, is not too much important for the system simulation) Pressure is applied when cart is connected, engine is started, PRESSURE REMAINS (as you want), now, you want to start the engine with the crossbleed, you disconnect the cart and start pushback when, you realize you have a bleed problem, no pressure on it because of a failure. You did not realize it until you remove the cart wich is something wrong. 2) Starting no2) engine first, you technically can, and if you have problems somewhere, you can. The cart tube is long enaugh to be positioned to the ENG 1 side, but the tube will be still connected on the right. It is however still in a safe distance for an idle engine (more than 10ft) It is something wrong to let the pressure remain after the engine start. Bleed cannot be applied when cart is supplying air, and bleed cannot be checked until cart is not supplying air. The simplest way to solve what is for you a bug is to add a "idle/supply" or "air off/ on" on the CDU or a ground communication. But remember that it will add load to the virtual pilot when starting engine. Load that is unnecessary as it works perfectly as it is. Just to mention, there are a lot of people that try to start an engine with CTRL+E, some other are still writing about parking brake that don't go away (chokes installed), I don't think they will never try to start an engine with the ground cart.

I'm pretty sure the load on the APU was lower than 66KVA because pmdg used the real manual to simulate the other things, and doing this, probably they simulated also the load limit with altitude above fl320 You can only see current draw from the APU, the power is a different thing and must be calculated.

What is your APU load? APU will supply 90KVA up to 32000fts but is limited to 66KVA till 41000fts. So it can be used most of the time.

Normally I am one who asks for 100% of system functionality, as in real life. So, theorically and technically speaking the dual engine start on ground cart is something that could be done in real life (also if with some risks). But, in this case we are not speaking of an onboard system, and PMDG coded a fully automated logic for air cart, we have only the connect-disconnect manual inputs. As PMDG decided to do in this way, it is correct that it stops to supply pressure at the end of the first engine start. This is also because in this way you can check duct pressure for crossengine start before disconnecting the cart. To me is pretty logical and simple to use. Adding only the support for the second engine start is useless. Adding the support for it will probably require to make a submenu in the CDU or a popup menu for ground comunication (it could be cool to have a crew-ground comunication menu) with all the necessary commands for the various operation of the cart. To me it is good as it is, pretty real and working. You're welcome!

At fl300 you have enough altitude and probably speed to try a windmilling restart, as per manuals. The windmilling restart does not need air supply from pneumatic duct. engine rotation is done by the airflow. Faster you go, faster N1 and N2 will be. You need to have at least 25%N2 if I remember, however, manual will give you correct speeds and values. Ops, I didn't read the entire post... disregard my post ! You don't need to turn off bleeds on the engines if they are off, but this is not the problem. The problem is that both pneumatic and electrical can be used together up to 10000fts. You can use pneumatic (WITH NO ELECTRIC GENERATOR CONNECTED) up to 17000fts. So basically, start the APU and use its bleed to start the engine wich can be started with only battery (standby bus powered by battery). If you want to use APU to start the engines you can do with pneumatic only.