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  1. tatfsn

    F50 Flight Dynamics Update

    Thanks so much for this; I honestly didn't expect it! Needless to say, I tested the aircraft with the new .air file immediately. The change in throttle response is much more precise and intuitive now. As for my concern about the N2, I couldn't be happier now. I tried a departure from Runway 33 at KPVB (4000 feet) and to my delight, noted that when spooled up to 97% N1, the N2 readings remained comfortably just below the red line. It's such an enhancement to the capabilities and operational flexibility of the aircraft! Once again Flysimware demonstrates that it is absolutely first rate in product support and respect for its customers!
  2. tatfsn

    Falcon 50 N1 vs N2 Engine Indications

    Thanks so much for the reply and the insight; it's especially helpful to hear from a guy who flies birds like this for real! I once again learned some things I didn't know. Guess I'll need to look at adjusting my loads depending upon the runways that I intend to use.
  3. Hi fellow Falcon 50 pilots-- I've noted, from the first beta release of the FSW Falcon 50, that it isn't possible to spool up to over 91 or 92% N1 without exceeding the red lines of the N2 indicators. Obviously, trying to remain below the indicated N2 limits severely hobbles the aircraft's takeoff performance. I like operating the Falcon into airports with relatively short runways (per the real world information that I've researched on the aircraft), but in order to do so I always have to routinely bust the red line limits on the N2 indicators. It's even more of a problem in that, in recently doing some additional trials, I was doing takeoff from runway 31 at KDBQ, which is all of 6500 feet long. Gross weight was 36000 pounds, and my calculated Vr was 136 knots. As an experiment I did the takeoff in strict adherence to the limits on the N2 indicators, which limited me to about 92% N1. From experience flying the bird, foregoing that 7-8% of thrust makes a huge difference. I ended up using nearly all of the runway, which is clearly unlike the ability of what actual Falcon 50 jets can do (and what I've seen them do). I've flown the Maddog X and both FSLabs and Aerosoft's version of the Airbus A319/A320 and none of those aircraft have used anywhere near the same amount of runway. I should add that the ambient temperatures were the same on each of the trials that I did with these respective birds, and that in each case, they've been derated thrust takeoffs. Is it normal to exceed the F50 engines' N2 limits on takeoff, in actual practice? I haven't been able to find any info in that regard. Any insight would be greatly helpful.
  4. Everyone, I want to thank you all for taking the time to offer your assistance. I found a solution to the problem, and have been shooting practice ILS approaches with the Falcon since then. It has intercepted the localizer perfectly each time. Now if only a solution could be found to the RXP GTN 750's rather vigorous manner of intercepting the glide slope...😆 Thanks again, everyone!
  5. Hi, Apologies if this has been covered before. For those of you who are using your Falcon 50s with the RXP GTN 750s, I could greatly use some suggestions. I can't for the life of me get the aircraft to intercept the localizer course, and I'm pulling my hair out. I've tried several combinations of procedures to try and figure it out, but none have worked. In each situation the aircraft will fly past the localizer course, or sluggishly turn as if to intercept it and then fly right past it again. I also have the Flysimware Lear, and have also equipped it with dual RXP GTN 750s. I did some tests with it as well, on more than one ILS approach, and it intercepts the localizer course and the glide slope like a champ. This is the procedure that I followed for the Lear: Master GTN 750 set to the localizer frequency and to CDI mode. HSI set to published LOC course. Enroute to intercept the ILS course, autopilot in HDG mode and ALT mode. I approach the localizer course at a 45 degree angle. Within a couple of miles of the localizer course I switch the autopilot to NAV mode. When the plane captures and aligns with the localizer (well before the glide slope intercept point) I select GS on the autopilot. When the plane intercepts the glide slope the ALT mode on the autopilot automatically extinguishes and the aircraft follows the glide slope down. The Learjet intercepts both the localizer course and then the glide slope beautifully and smoothly, and then holds the horizontal and lateral modes as if it were on rails. The Flysimware Lear again demonstrates that it is a thing of beauty. Now for the Falcon 50: Master GTN 750 set to localizer frequency and CDI mode. HSI set to published LOC course. Enroute to intercept the ILS course, autopilot in HDG and ALT modes. Again, I took care to approach the localizer at no more than a 45 degree angle. Within a couple of miles of the localizer course that autopilot goes to NAV mode. This is when the trouble begins: Aircraft turns slightly, as if to intercept the localizer, and then flies right past it. I try the APP mode on the autopilot, the plane turns a bit more, and sluggishly, to the localizer, but does not intercept it. It flies parallel—kind of--to the localizer course all the way to the GS intercept. a) I've also tried activating the approach mode of the autopilot before arriving at the localizer course and get the same result. The plane flies past the localizer course as if it isn't there at all. b) at another time, when I used the HDG mode to track the localizer course until the plane reached the GS intercept, then I activated the approach mode a dot below it. The plane pitched up abruptly and then begandiving to the ground to crash. I have another aircraft, by another developer (Lionheart), which I equipped with just one RXP GTN 650 unit. While the 650 doesn't have all of the features of the 750, it is still quite capable. Like the Falcon, the Lionheart bird has an APPR mode on its autopilot rather than a separate GS mode. I followed the same procedure I attempted on the Falcon and like the Lear, it intercepted the localizer and glideslope without a hitch. In the beginning I was thinking that these issues it might be related to the GTN but my experiences rule that out. It's got to be the Falcon. I'm aware that the procedures vary from aircraft to aircraft; perhaps there's a step unique to the Falcon that I'm missing? I would welcome any and all constructive feedback.
  6. tatfsn

    Lear 35A crosswind landing

    I have the utmost respect for your points, and for any real world pilot who has he chops to fly Lears in real life. I wouldn't dream of challenging such a person's knowledge. This is no reflection on such folks, but about Flight Simulator and Prepar3D. As a very long standing, wildly enthusiastic flight simulation enthusiast, I consider this software, and the people who develop it, and these addons, all but miraculous. I could never have imagined that we'd have such amazing stuff twenty years, or even ten years ago. But there's no getting around the limitations, as amazing and sophisticated as its current state of the art is. Sorry about the delay in getting back to you. When I sat down to send this info last night, my internet access was down. In any case, below are the tweaks to the .cfg file that I use. They've worked great for me in P3D v4.3. (Mind you, I just upgraded to v4.4 and haven't had a chance to really test the settings in that version yet.) They are: Rudder effectiveness: 1.9 vtail area: 20.0 rudder area: 18.28 One suggestion: be sure to save the original .cfg settings or even better, the entire original .cfg file, in case these don't work for you. Please let me know how things go after you try them. Good luck!.
  7. tatfsn

    Falcon F50 reverser

    Thrust reversers are most effective at high speeds; the sooner after touchdown you deploy them, the more benefit that they'll give you. As the aircraft slows, their effect diminishes dramatically. That being said, I've been doing quite a bit my practice with the Falcon 50 on very short runways (4000 feet or less), and I've found that my timing in deploying the reverser has made much of the difference between my being able to stop the plane successfully and my going off the end of the runway.
  8. tatfsn

    Flysimware got a new texture artist

    Absolutely breathtaking!
  9. tatfsn

    Lear 35A crosswind landing

    As Nickbe referenced, this has been an issue at least since the olden days of FS9. The Microsoft Flight Simulator platforms since that one, and now Prepar3D, have all greatly exaggerated the effects of crosswinds on aircraft smaller than airliners. I've had this issue with more aircraft than I can count over my years as a desktop airman. Unfortunately, the Flysimware Learjet is no exception. Its very frustrating in that aircraft that, in real life, should be able to easily handle crosswinds (with proper pilot technique) become virtually unflyable under similar conditions in FS or P3D. I've worked at airports for quite a number of years and have seen the behavior of Lears, among many other aircraft, in crosswinds, and many times. I also have some hours as a Cessna pilot. During a trip from KDLH in the Flysimware Lear, while, taxiing to the active, I had a right quartering tailwind with gusts in the neighborhood of 15+ knots. Even while simply taxiing, the aircraft was weathervaning. I had to compensate for it with opposite rudder, even at taxiing speed. While one might expect this in a Cessna 152 it's completely unrealistic in a Learjet. Needless to say, the aircraft was barely controllable on the takeoff roll, even with nearly full manipulation of the ruder pedals. Again, completely unrealistic. Deltaair's experience strikes me the same way. There's a way to compensate for it; it's worked for me in most of the aircraft I've tried it on, and in the case of the Lear, has produced excellent results. The key is to go into the aircraft.cfg and decrease the area of the vertical stabilizer and increase the area of the rudder, and increase the rudder effectiveness. It took a fair amount of trial and error to get it just right, but I'm very happy with the way it turned out. The aircraft behaves in a way that approximates the real one, and I've found I still have to use the proper crosswind technique to execute good takeoffs and landings in such conditions.
  10. tatfsn

    GTN750 Integration WIP

    PM has been sent. Very impressive looking work on your part!
  11. Thanks for the feedback, guys. I'm comparing the Falcon issue with that of the other Prepar3d and Flysimware aircraft that I have. The Lear 35 for example, remains nailed exactly on the altitude that I select with barely a foot of deviation. That's even in sharp turns. I've been impressed by it's ability to hold altitude even in pretty robust turbulence. Hopefully Flysimware will address this issue with the Falcon. I can't remember the last flight simulator or P3D aircraft I've had that deviates from selected altitude this way.
  12. Hi, I recently did a flight with the beta 3.4 model. One issue that I've consistently observed with the Falcon is that it tends to drift a bit above and below the desired altitude when the autopilot is on. During turns, and when the aircraft rolls out of turns, the issue seems particularly acute. Once the plane drifted down about 60 feet, and then drifted up to nearly 100 feet above the altitude set in the autopilot. On my latest flight I had selected 17,000 for a cruise altitude, and the aircraft did not remain at that altitude, but drifted between 16,970 feet and 17,030 feet through the entire albeit brief flight. Otherwise this is truly fabulous work by Flysimware. Like all their previous releases, I've no doubt that it will continue to improve. This is just another item to add to the list.
  13. tatfsn

    Falcon 50 - Full AFM/POH

    Yep--in searching the web I came across the site as well. I downloaded their Falcon 50 AFM and it's pretty good. The subscription is more than worth it; they have a lot of neat manuals available on their site.
  14. Chock, That was the answer. It worked perfectly I'm so used to using DXTbmp to convert bitmap and .PSD files to DDS files it never occurred to me to use it to convert to extended bitmaps. I also never realized the difference between bitmaps and extended bitmaps. In addition to finishing the livery I wanted and learning more about GIMP than I knew before, I learned something else new on top of that. Thanks so much for the help!
  15. I've been working on a new livery for my copy of the fabulous Flysimware Falcon 50. After some trial and error I've managed to navigate the process of using GiMP to produce a DDS texture for the fuselage, and I'm very happy with the result. However, I'm still unable to figure out the bitmap file for the tail number. I've tinkered with the pixel size, tried cropping it, and have looked over the image properties of the file closely, but after numerous attempts I keep getting only a black rectangle in the cockpit. I've worked with bitmap files quite a few times and I thought generating one with the number I need would be a breeze, but there are apparently properties to the bitmap that is required that are different than any that I've encountered. I can't help but think that there's something basic that I'm missing. Could someone provide some tips? Thanks in advance.