vr1

Hi Rob, the TOD in the flightplan section is only a first rough calculation for your orientation, especially if P2A automatically assigns STAR or/and APPR or gives vectors to final (depending on your config settings). Consequently you can completely ignore the line "next waypoint: TOD" in communication area. It's also only for orientation. P2A internally calculates the descent regardless of that filed "TOD" and will instruct you to descend right in time according to your flightplan settings (GS/VS) AND to the published altitude restrictions e.g. at the STAR entrypoint (upper and lower limit). Normally no need to ask for a lower FL to initiate the descent by your own. On the other hand be attentive that there are different clearance phraseologies for the STAR. The instruction "cleared via [sTAR-identifier] ..." clears you only to fly the STAR route on your current FL and you need separate descent instructions. The opposite clearance is to "descend via [sTAR-identifier] ...". This instruction clears you to fly and to descend by your own via the STAR published altitude restrictions in the same manner like the ILS approach clearance also includes the descent to the published altitude at the FAF (ILS final approach fix) to intercept the glide. Helge

Hi Dave, the same situation while using OPUS weather engine. Flew two times LOWW-EDDT (300 NM trip). One time the inside OPUS reported EDDT metar was the whole flight not available for P2A via FSUIPC. But the other time P2A was able to read out the destination metar in a ~90 NM distance to final. On this flight STAR/APPR assignment worked well. On the other flight I've got the stepwise descent but had to flight straight to the field without STAR, ILS APPR or Vectors to final and without handover to TWR nor assigned runway. Thinking about two possibilities ... could it really be a "FSUIPC timeout problem"? Or is it possible that OPUS generally set up the weather only for the current range of view and as long you didn't reach that range to the destination there are no weather data available inside sim? Regards, Helge

Provided that your FMS flightplan is equal to the filed P2A one please check that your config/ATC settings for HDG variance and course deviation are useful for airliners. The standard setting especially for course deviation is too less for crosswinds on high altitudes (FL360). Helge

Out of the blue I would assume that it could be a setting/handling problem related to the European used hpa (QNH) instead of baro? That indeed can't explain the probs inbound Canada ... but check your settings in sim/options and aircraft related to the baro configuration and maybe it will fix the probs flying over the Pond. Worth a try? Regards Helge

With KFCM ONL KTOT I've got the same unhandled exception (see below). To avoid it I can file KFCM direct KTOR without any waypoints and let P2A assign SID and STAR or I manually add the SID SCHEP8.ONL (force pilot runway selection = active). Regards Helge System.NullReferenceException: Object reference not set to an instance of an object. at P2AData.FlightData.GetNamesAlongPath(List`1 Route, Single PathWidthNM) at P2ASpeech.ATCListener.AddUserNames(List`1 Route, Single PathWidthNM) at P2A_Controls.ucFltPln.t(Object A_0, EventArgs A_1) at System.Windows.Forms.Control.OnClick(EventArgs e) at System.Windows.Forms.Button.OnClick(EventArgs e) at System.Windows.Forms.Button.OnMouseUp(MouseEventArgs mevent) at System.Windows.Forms.Control.WmMouseUp(Message& m, MouseButtons button, Int32 clicks) at System.Windows.Forms.Control.WndProc(Message& m) at System.Windows.Forms.ButtonBase.WndProc(Message& m) at System.Windows.Forms.Button.WndProc(Message& m) at System.Windows.Forms.Control.ControlNativeWindow.OnMessage(Message& m) at System.Windows.Forms.Control.ControlNativeWindow.WndProc(Message& m) at System.Windows.Forms.NativeWindow.Callback(IntPtr hWnd, Int32 msg, IntPtr wparam, IntPtr lparam)

Chas, I sent you a PM. Helge

Hi Chas, you are switched the frequency before you responded the frequency change. That causes the unhandled exeption because furthermore the assigned frequency was 124.42 instead your input 124.2. This frequency wasn't active as you like to confirm the handover. As I read the posting #3 there are some obscurities. Why you entering the traffic pattern (VFR) after you are cleared for the ILS approach (IFR)? Why you are reported "on final" but later you were only in the pattern? You only copied the transmissions, and so I have no clue about the times between the reports ... but I'm snoopy and decided to watch the video to your last posting. Oh boy! No offense, but here some more notes to your video: Your transponder in P2A (right top corner) is the whole time OFF. It's not a good idea to staying on runway during flight preparation. That's the reason for the you confusing taxi instruction. You are on RWY 08R and have to go to RWY 26L. Thats the same runway but the opposite end. Ground tried to guide you off runway (via G instead of GR!), crossing the parallel runway to the parallel taxiway (J) to taxi to holding point 26L. Due to both RWY's 26 are active you have to handover to TWR to ask for crossing; but you never asked. Finally you requested take-off clearance from midfield intersection D instead of M without taxi clearance to D. On minutes 25-29 you are permanently instructed to switch to ATC Center on 128.22. You entered the numbers in the keypad but didn't finished your input with the <OK> button so you are still on 124.22 (EGKK TWR) as you are tried to initiiate contact to Center and reported your current altitude. May I ask, why are you planning a flight with SID when you are "unable" to program the waypoints in your cockpit instruments? And why are you starting to program the FMS (Garmin) after take-off rather on ground during flight preparation? That would have avoid most of the mistakes/errors/confusion during your flight. But so ... at 27:36 you are off course and decided to skip 2/3 of the assigned SID and turned direct BOGNA without request/clearance from ATC? At 30:46 you finally loaded the departure route in your Garmin; but thats too late and causes the next mistake. In AP/NAV-mode the airplane suddenly turns back to the first SID waypoint but you already passed that point 5 minutes before. Due to this BOGNA is doubled programmed on your Garmin. #1 manually added waypoint and #2 as part of the SID. The SID ends with the HARDY transition and after that your FMS will fly back to the before manually added waypoint BOGNA again. Thats the screen on 33:15/33:32. But to met your ATC fightplan the next waypoint after HARDY must be BIBAX (STAR entry BIBA7W). At 34:00 you are starting to program the filed STAR by manually adding the whole waypoints to your Garmin flightplan instead of using the "procedure" function. Furthermore: at this time ATC didn't assigned that STAR! You probably running into troubel when ATC assigns a different STAR or RWY (for exampel under changed wind direction). At 34:35 you've got the next "off course" correction from ATC and you are looking at your instruments but didn't realized the missing waypoint HARDY between BOGNA and BIBAX on your FMS. So you never can return to the "right course" or NAV-mode. At 35:00 you're ignoring the ATC instruction HDG 100 to return to course again and switching to NAV-mode but still didn't realize that your FMS route shows HARDY>BOGNA as active leg and then BIBAX instead BOGNA>HARDY>BIBAX. ... and the airplane again turns back to the wrong direction ... Until 35:40 Heureka! Light at the end of the tunnel ;-) After you messed up the handover at 42:44, you are trying to recover ATC contact without success until you are closed P2A at 49:04. To recover such situation you must switch back to the old ATC frequency (128.22), response the handover and after that you can change to the new frequency. At 55:27 you are climbing without clearance to 8300 ft - thats not a FL and you are still on baro 30.11 instead of 29.92 (above TA France 5000 ft). At 1:02:00 you are proceeding direct to MOPAR (STAR waypoint) without clearance. You were instead instructed direct BIBAX as STAR entry to EXPECT the clearance for the STAR. BIBAX was your clearance LIMIT but you didn't follow. So after you instructed you never reached BIBAX. Instead you are flying cross country, deleted MOPAR from your FMS flightplan and now GARMIN gives you vectors (HDG 156) to the ILS FAF (Final Approach Fix) but you never cleared for the STAR rather the approach. Also you are on a controlled flight and decided to descent at 1:04:00 with v/s 1000 fpm at your own decision and later to A1900 ft without QNH. At 1:11:00 you are ~4 NM inbound LFPG with field inside but without further clearance and wonder why ... and made a initial contact to 120.70 --- thats the EGMD App (Lydd/UK) frequency but you are over Paris. Beside the clearances ... at 1:12:11 you are offside the glide because you never intercepted the localizer/glide path and you didn't engage the AP/APPR. So the final approach isn't stabilized and you decided at 1:14:31 to "go around" ... but still with no contact to Charles de Gaulle TWR and with no report AND with a 180 degrees left turn ~ so now you are opposite traffic for following aircrafts ~ instead of flying the published missed approach. Difficult to find words. May I ask or better have you ever ask yourself why you use an ATC-simulation when you didn't follow the instructions and fly on your own? Again ... No offense. Blue sky Helge

Hi Chas, normally P2A triggers the successful landing and then you will get the ATC instruction "exit runway when able". Additionally you will find in the transmission area the suggested response "~ clear of active". This response appears in this situation automatically. It isn't an item from the SayIt report options (no item from the drop down menue). After you vacated the runway on an exit of your choice you only need to press the "SayIt" button to transmit. But sometimes P2A doesn't trigger the landing. It's really seldom. In this case ask on the tower frequency for taxi instructions (to ramp/gate/refuel ...) and tower will you handover to ground. If you need a specific gate/ramp you must select it from the Airport info-dialog before you request the taxi instructions. Helge

Hi Chris, without further infos hard to say whats going on. But as a first step check (raise) the values in the ATCsettings register for AllowedHeadingVariance and AllowedCourseDeviation. The values should met your type of aircraft and way of flying (e.g. manually or autopilot / GA or tube). See manual pages 68, 69. The default course deviation of 1.5 NM (like manual) is right for GA but too less for airliners. Especially on tight turns with higher groundspeeds. (And by the way there are differences between fly-by and fly-over waypoints. If P2A and your used aircraft (FMC/autopilot) interpret the actual waypoint in different ways you will also get "off-course" corrections with such "little" values for allowed course deviation itself your are just on course. Due to this I raised my setting to 5 NM. Too much for real live aviation but it's just a simulation and the quality of add-on aircrafts varies. For better understanding see page 25 in the following pdf: http://www.icao.int/safety/pbn/documentation/states/japan_rnav%20training%20for%20atc.pdf ) Helge

Chris, let's sort out. Sometimes vers. 200.31 on some airports didn't assign a SID. It's a reported bug. To avoid conflicts uncheck as long the option in the config and select the SID manually according to the active runway and direction of flight. STAR+approach assignment works in 200.31 without problems for me. So thats the part I'm interested on where you get lost. For better understanding what's going wrong step by step: 1.) enter a short FPL in P2A; add the waypoints (without SID/STAR) complete manually, so that every waypoint is marked as direct (no airway information) 2.) do the same on your FMC 3.) check the weather with the wx-button right from the map for the departure airport 4.) select related to the wind direction and direction of flight for the active runway manually a SID in P2A 5.) add the SID to your FMC 6.) after entering cruise altitude/ Plan GS / descent rate ... validate and file the flightplan 7.) when you request the clearance you should get the filed SID as route from ATC ... taxi/take-off/fly until ATC instruct you "expect the STAR with XXX transition for ILS RWY ZZ with YYY transition Please note that there are two different transitions. The first to entering the STAR and the second to describe the correct way from the STAREndwaypoint via the IAF to the FAF. Did you enter both transitions correct to the FMC? If not that could cause "off-course" corrections from ATC (depending to your seetings in the ATCsettings register for AllowedHeadingVariance and AllowedCourseDeviation). 8.) load the assigned STAR and approach with the right transitions (both) to the P2A FPL; the map should updated immediately; didn't it? 9.) don't file the updated FPL again; (at this point I'm unsure because I don't use it in that way; I mean at least you have to validate it again or let it as it is ... If that makes problems I will check that later today). In this way you don't should get lost or got "off-course corrections" from ATC (aside you get really off course). Please try it and let me know how it works and where the problems are (in that case please make screenshots from P2A/FPL and also from your PFD/ND/FMC ~ thanks). Helge I forgot ... the frequency issue must Dave check. To avoid conflictsdue to this specific problem please use a different departure/destination for testing.

Hi Chris, at first please be sure that you mean on departure the SID and on arrival the STAR. You mixed that in your bugreport and can't work that way. Whats your config settings in the FltPln register for the first 4 items (ATC Assigns SIDs/STARs/Approaches/Gives Vectors)? This can occur some of your problems. Another question is the flightplan itself. You get problems if your FMC flightplan uses airways but in P2A you use the major waypoints without the airway information. Furthermore it could be a problem of different AIRACs in FMC and P2A ... And at last ... normally you don't need to change the P2A flightplan and reload it with SID and STAR after ATC assigned one. Let the P2A flightplan unchanged and add the assigned SID/STAR only to your FMC. That works. Regards Helge

Harry, with the activated option "ATC gives vectors to ILS" it should also works without your request. (Requests for approaches, vectors and so on only needed if you haven't set related options.) By the way ... as I wrote that OIX is close enough that vectoring should start timely ... I forgot the effect of the approach controller radius setting (ATC-settings; see manual page 68). My setting (mostly flying airliners) is 80 NM and OIX is inside 80 NM range. When your setting is "standard 35 NM" for smaller A/C automatic vectoring will starts later. So if you have further problems with that please check your settings for the approach controller radius. Helge

Hi Harry, I tried your flight two times with only checked "ATC gives vectors to ILS" without problems. So I wonder what did you mean with "vectoring will cease" 60-100 NM inbound KORD. As you wrote you have to fly the A/C manually I assume you didn't got vectors rather "off-course" corrections to catch the right course. Please try it again with OIX (Ottawa NDB) as last waypoint in your flightplan (KSTL-OIX-KORD). Let the autopilot in NAV mode track the course inbound the NDB to avoid off-course corrections due to wind AOA. And OIX is close enough to KORD. Vectoring should start ~20 NM before you reached OIX. Helge

Harry, what P2A version do you use and whats your settings on the config/FltPln/ATCOptions section? Normally you should vectored to the Initial Fix (IF) whats 5-6 NM on the extended centerline prior to the Final Approach Fix (FAF). Helge

Hi, I scroll through your video and all works until you arriving the holding position from RWY25L. After you switched to Tower (118.10) at minute 52:00 you reported two times "ready to takeoff" but P2A didn't recognize your speech. But instead to use the SayIt feature you reported to Tower at 52:17 "ready to copy". This was the wrong phraseology at this situation because you are still got the clearance for the flight including destination, SID, initial altitude, Squawk, QNH... and otherwise you are on the Tower frequency ready for departure. But as you ask for clearance again (ready to copy) P2A recognized your speech and Tower instucted you to handover to Clearance Delivery on 121.80. It seems you missed in your chat that the new assigned frequency was Clearance Delivery (instead you mind Tower) because you reported to the new dialed in 121.80 "ready to takeoff". But from ClrDel you never can't get a take-off clearance. Some seconds later you reported "ready to copy" ... that means you ask the right frequency for a NEW clearance but your flightplan is unchanged. Thats the reason P2A answers you if you'll get a new clearance you must first file a new (changed) flightplan. Thats not a bug. If P2A again didn't recognize your speech I would recommend the SayIt feature. At minute 56:50 you disconnected P2A from sim. From this second your flightplan is cancelled. Helge

This normally only happens after dis- and reconnecting to the sim after the flightplan was filed. Are you sure that you are connected to the sim before you filed a flightplan and still connected until clearance? Both buttons [Validate] and [File] turned green? Or did you mean with "approved" that you firstly got the clearance from ClrDel or GND but afterwards no take-off clearance from TWR? Still connected to sim the whole time? What kind of flight IFR/VFR? After that "out of date" message did you tried to file the same flightplan again? Helge

Me too, but traffic avoidance is actual a known bug. Dave works thereon. Let's hope ;-)

Many users reported that VOXATC's dynamic taxilights causes stutters and much more problems. It shouldn't be a common goal to duplicate such an impact to P2A.

In P2A you can display the instructed taxi route on the map. (Manual pages 15, 16 - Map Function Buttons)

... or you can report once more "ready for departure". When this doesn't fix the situation you will get the take-off clearance if you instead request for a "midfield departure".

Understand. What was my problem because I didn't turned off P3D ATC. That's different from VOXATC and I didn't think about it. In the contrary thought/assumed that P2A also "controls" AI ATC Radio broadcast. Sorry for the wrong assumption and misunderstanding. Helge

No, thats not the point. If you start P2A the radio section is empty. It comes alive on time you connect to simulator and read out the airplan COM/NAV settings. Please check the COM frequencies in airplane before you connect and fix your eyes to the P2A radio section. By connect you can see two steps. For less than 1 second the settings are right and after that P2A switches the transferred frequencies between active and standby. In other words: If I dail in the aircraft COM1 for example AAA.A on active and BBB.B on standby frequency and after that I connect P2A to P3D then P2A switches the frequencies in the simulator so that after the connection is established in aircraft (and also in P2A) on the active frequency now BBB.B instead of AAA.A and on standby AAA.A instead of BBB.B. I can avoid it in simple way to connect before dail in the frequencies but my old brain has to remember that before it is too late and then I wonder why Ground BBB.B reported that I'm on the wrong frequency because ClrDel (AAA.A) meanwhile was switched to standby against my will ;-) Joking aside thats an bug how P2A read out and handle frequencies by connecting to simulator. Helge I checked that meanwhile with stock aircraft Beech 350. Only COM1 is affected. Not COM2, NAV1 or NAV2.

Dave, there are missed more than that scale. Better to say that scale and zoom level doesn't match each over. If you scroll trough the zoom levels on every step you get an higher/lower resolution but the indicated scale factor are unchanged. I get these steps: 1000 250 (probably 500) 250 100 100 (probably 50) 25 10 5 5 (probably 2.5) 1 So only the "label" is wrong. Helge

Hello Dave, after takeoff I'm usually a long time in "report-mode" instead of "request-mode". Although with every frequency change the menu items reset to "standard" (Request/leave frequency). But during flight on center handovers I mostly only have to pick up the "climb/descent to" or the "at current altitude" report because the other readbacks appears automatically (suggested by Sayit). So it's nerving (sry) to search for the needed altitude report on every handover again due to the reindexed menu items. I know that the menuitems are changes depending of the ATC Center (APP, DEP, Graund, TWR ...) and that should the reason for the "item reset". But isn't it possible to check if the "before switch selected item" also listed in the Center menueitems after switching and then letting the preselected item unchanged (or reset only in background and rebuild menuitems with the last preselected or at least with the same preselected category "report" instead back to "request"?) How often you ask to leave frequency "for a minute" during flight? (yoke) Regards Helge

Hello Dave, nothing more to say: AI ATC crashes into active own ATC transmissions More respect please ;-) Thanks. Helge (I know that this is alredy reported for earlier version; only a reminder)