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  1. 22 points
  2. 19 points
    The new Connected Flight Deck interface starts taking shape. For us this is a major part of the project(s) because the most unrealistic thing we do in simming is to do it on our own. Flying an airliner is a team sport. Doing it with one person is illegal. As we now use a server there should never be connection issues (if you can get online weather it should work). That will make it MUCH easier to work with. But not only the connection is easier, also the actual use. To set up a session: Click Connection to connect to the server Create a session (this makes that person Pilot Flying) and note down the session ID. The PF system controls the FBW systems and his system sends out the location and attitude data. Inform the others of the session ID. The other person does this: Connects to the server Inserts session ID Selects Join Session (this makes that person Pilot Monitoring) or select Observer Session. There can be as many observers as the server can handle but they can only observe and not interact with the systems. In the A330 you can have three active crew members. There is also a more advanced web interface where you can setup sessions, invite people, kick people, add passwords to sessions and also instruct the server to log the whole flight. It's pretty advanced.
  3. 18 points
    James, it is pretty hard to compare products. The fact FSL, Blackbox and Aerosoft both cover the same aircraft type means not a whole lot because the idea behind the products is very different. They have been often discussed but it's good to mention a few we feel are important. We feel the aircraft is only part of the simulator, you got airports, a world, weather etc etc. Therefore the aircraft should never gobble up all the resources of the simulator. we gladly give up some things to allow scenery the resources it needs to show in good settings. Of course it helps because we develop tools, scenery and aircraft, lol. We feel (and our market research shows that as well) that flying a modern airliner on your own, in an ATC environment is pretty close to what a hobbyist can handle. Real aircraft are flown by two highly trained professionals. Not only for safety but also because of the workload. So while a lot of features look great on a feature list, they are actually hardly used by simmers. That's why we do not include backup systems that have NEVER been used on a real airbus (with over 200 million hours in total). Sure it is great if the product you do is able to simulate a dual engine failure but if you consider that is a once in 200.000.000+ hour event, how important is that? How badly maintained do you want your aircraft to be? We are not comfortable with add-ons that cost $99 or more. You got to produce something that is incredible and backed up by incredible service to be safe. We feel that add-ons should not be have features that need other payware to function. So no weather radar that needs a specific weather tool, we feel it should work with the sim, period. That does not need to mean reduced functionality, our weather radar is still the best around. Sure it needs a bit more resources as it reads the actual weather in the sim, but at least you know that what you see on your screen matches what you see outside! We feel that flying on your own is rather silly. An A320 is flown with two people, an A330 cockpit has often 3 people. Just as people found out that flying with 'real' ATC is a giant step forwards in realism, they see the same when they fly as a crew. It is just way more realistic. And WAY more important then almost any other feature. Looking to your right and seeing that empty seat is by far the biggest flaw in the way we simulate airliners these days. We always want to simulate the most modern versions of the aircraft, the ones flown by the big airlines. This can be painful, believe me, there is a BIG difference between an 2009 A320 and one that is fully updated by the airline. You never pay twice for the same files, we do not use online activation, we do not limit your use of the products you bought in any way. You paid, your files, install as often as you want on your own machines. That is the idea behind our Airbus product line. We sold tens of thousands and every time the competition does a release we see our sales go up, so clearly there are at least some people that agree with us on those ideas. FSL has a very different idea about their products, where we simulate the job of the pilot, they simulate the aircraft first. A subtle but significant difference. We do not enjoy system simulations a lot, we enjoy flying far more. Blackbox most likely also has solid ideas on how their products should be but I always found it hard to understand what they are aiming at. What Airbus is for you depends on what you want to do and how much time and money you are willing to invest. Our problem is that we did not recognize in time that our 32 bit products scaled up badly to 64 bits. So we had to decide not to do a quick and dirty update but to step back and build the foundation for our airbus range for the next 5 years. That is a 18 month project and we started that 6 months too late. So we are not 6 months behind the ideal curve. Far from ideal and costly. Luckily we are Aerosoft and we got 200+ products on sale, where this would have really hurt a small team it is just a painful conversation between me as project lead and my CEO, lol.
  4. 12 points
    I always try to do a framerate test once every two weeks to see if we are still within intended parameters. And I think we are! Here you see the latest build waiting for runway clearance on Mega Airport Barcelona Professional (a pretty heavy scenery) at my standard settings (high to very high) running a proud 44 fps. Now we still need to add some code and that will lower performance but on the other hand, Stefan is still working on the VC and optimizing it using the latest insights on 64 bit modeling. So compared to the previous version we should see an framerate increase of between 15 and 25%. The people who had problems running the advanced weather radar (keep in mind ours works with ALL weather tools, even without any and has features no other has) will probably be able to run this at full settings.
  5. 10 points
    The gear pins are a fine example. Removing them is not the job of the flight crew but of the push back dude. So while flying the aircraft is hard enough you are now also simulating the push back operator. The same with the fuel panel I seen on some aircraft, looks great but a pilot simply never sees that, the fuel truck operator sees it and prints out a paper that the captain gets. But somehow we are now also simulating the fuel truck dude. What's next? The guy who empties the waste water tanks? Not a glamorous job but while getting fuel in the aircraft, getting the pee out is just as important, no captain will take-off with full waste water tanks. I think that if you simulate fuel going in, you should simulate pee going out. Fair is fair.
  6. 9 points
    Except for the "Pilot incapacitation checklist". But that one ends with LAND ASAP.
  7. 8 points
  8. 7 points
    I would like to add one thing to Mathijs statement: "We feel that flying on your own is rather silly. An A320 is flown with two people, an A330 cockpit has often 3 people. Just as people found out that flying with 'real' ATC is a giant step forwards in realism, they see the same when they fly as a crew. It is just way more realistic. And WAY more important then almost any other feature. Looking to your right and seeing that empty seat is by far the biggest flaw in the way we simulate airliners these days". Those were one of the reasons why Aerosoft also added the Checklist- and Copilot (PNF)-Function to its Airbus - which is still outstanding as you will find this functionality on no other flight simulation plane. First it delivers you an oral guide what has to be done next (no paper to read/check) and if you like additionally you can "engage" the PNF who makes all necessary settings (like he does in real life). So you just can concentrate on those things a PF has to care for in a normal flight. Regards, Rolf
  9. 7 points
    We are experimenting with the rain on the windshield.But it is very much the same effect as in FS2004, not very realistic and very heavy on resources. We'll see. We do not consider it a very important option at this moment.
  10. 6 points
  11. 6 points
    Please let me clarify the request that is being made here. Only the PFD,ND and engine instruments panels are required.The bezels are not required.The most important thing is to be able to re-position these screens on the users computer monitor or on a separate secondary screen. We accept the fact that your head would be in an unusual position to be able to see these screens at this angle.Please take a look at the PMDG NGX, Majestic Dash-8 et al. This is all we are asking for.How real is real?. When your aircraft is in a turn, do your desk and chair tilt to replicate banking?. Probably not. Making your own views is OK, but has a massive frame rate impact for FSX / FSX.SE users. Hope this helps. Kind regards to all.
  12. 6 points
    That would be my biggest nightmare. 4 untrained people trying to do CRM.
  13. 5 points
    Because the previous topic was old, contained a lot of nonsense etc I decided to make a new one. How many products are this? And what will be the names? Aerosoft A318/A319 Professional Aerosoft A320/A321 Professional Aerosoft A330 Professional The 'Professional' in the title indicates that the product is developed for P3d V4 and partly for the professional market (did you know we sold over 75 educational licenses?). This 64 bit platform is our main development platform and our main market. We are sorry that this might lead to some confusion. In scenery we only use the term 'Professional' for products that are designed for P3d V4 and are ONLY P3D V4 compatible. They are not the same products as the FSX:SP2, FSX:STEAM, P3D V3 versions. For aircraft they basically ARE the same. One product, one buy and you can install as many times on any compatible sim (as long as it is your sim and not that of a friend). In other words, you buy the P3D v4 version and get the FSX:SP2, FSX:STEAM, and P3D V3 version for free. A bit complex, sorry about that. Are these updates of the old version? No, they are fully new builds. The 32 bits versions had some code in it that was close to 7 years old and was holding us back. So we decided to redo a lot of the modules and graphics to modern standards. Around 60% of the modeling and textures are new and more then 75% of the code is new. So they probably are not free updates, right? Indeed. But as always Aerosoft will never charge you double for anything. If we replace 50 of a product the update will only cost you half the new price. I this case it's even better because we if you own the A318/A319/A320/A321 and want the newer versions you will be offered an update price of 16.95 Euro (plus VAT when applicable). If you want the A330 and have any of the older models we might be able to offer you an discount as well, not 100% sure on that. The full versions will cost just under 50 Euro. We still have to decide on the update and full prices of possible bundles. Will be okay. Of course prices can always change. When will they be released? Next week? No. The 64 bit version of the A318/A319/A320 and A321 will come first (because we got so many customers of those who want 64 bit versions). That will be for sure this year. The A330 (32 and 64 bit versions) will be next, early next year, the 32 bit A318/A319/A320/A321 after that. DRM? Online activation? Of course not. You paid for the files and can do with them (on your own systems) as you want. Wingflex? On the smaller busses not (we simply have never seen the high frequency very small movements of the wings done well, they are remarkably stiff wings) and adding it just adds a load of complexity and development cost. Of course the A330 has wingflex, it has much larger and much less stiff wings.
  14. 5 points
    Will the new busses include a guide to ergonomic seat positioning to prevent workplace muscoskeletal disorders caused by poor posture? EDIT: Jeez, where'd the sense of humor in this thread go?
  15. 5 points
    Hi everyone, here's the deal. As far as I am aware the route following issue is sorted - it's currently undergoing testing and I'm working on more fixes/additions while the testers are at work. I already dumped my original plan to fix everything that came up and release one complete SP1. The fact that I spent 3 out of the last 4 weeks on business trips didn't leave me enough time to stick to my schedule. Working and testing on a notebook isn't very productive either to be honest. I will be back home next Thursday, the tests should be completed by then and will then work with Aerosoft to get a new installer built and released asap. However, the following week has two holidays in Germany (or at least in the state where Aerosoft is... I only have one ) so don't expect any miracles please.
  16. 5 points
    I have discussed this with weather addon builders and they claim it is impossible. We disagree because when we can actually READ the data in the sim we believe we can INSERT the data in the same detail. Now this is a spin-off from our weather radar that is unlike any other wx. What we do is avoid the limited interface that FS/P3D offers and really look at what is in the sim. After the Airbus products are out we'll have a look at a weather add-on because we believe there is a lot to gain when you insert weather directly in the sim. If we have the data we could go all the way down to tornado's and insert serious windshear the moment it is reported. Weather events that are not fronts but just a mile wide. The main issue, as with so much these days, is that access to detailed data is incredibly expensive. Aviation weather is basically free, but if you want to put a rain cloud over a terminal that is there in real time (and that level of data is swiftly becoming available) costs tens of thousands of dollars per month per country. About weather engines, there are some products being developed that we consider pretty significant, in some tests between them I seen a not yet disclosed weather engine recreate what I saw outside the window is far better detail than any other. Far from ready for release, but damn... What I loved most of all that this tool had just one user interface element, on/off. If the weather tool and the weather engine in the sim work well together (and remove stupid windshear etc) that all you need.
  17. 5 points
    1. The FSL A320 is a very nice aircraft, but I'm betting you'll be even happier with the Aerosoft Airbus! 2. You'll be MUCH happier with the Aerosoft Airbus price (upgrade or even full price if you didn't own the previous version). 3. You'll be MUCH, MUCH, MUCH happier with the Aerosoft Airbus Package Price (I don't think it's been published yet). 4. We're all working very hard on the project and want it out sooner than the customers do! That said, yeah, we completely undertand, it's terrible not to have the Airbus in your hanger. 5. The wait will most certainly be worth it my friend! 6. Hang in there brother!
  18. 5 points
    90% of the new systems are running in that build. But as you know it is the last 10% of the time that takes 50% of the time. The new 64 bit busses will make full use of the dynamic lights and we do at this moment do not plan to downgrade that (I also think it looks okay btw) because these projects need to be projected forwards. While we were in a standstill in PC performance for a few years (more or less), we now see big steps being taken. AMD competing with Intel in CPU's and driving down the prices of serious performance for the first time in 15 years. new graphics cards like the NVIDIA 1070 Ti that promise to bring very serious performance down to what I consider a acceptable price level for serious simming. This is a product line designed to serve us for the next 4 years. As always we'll keep on updating it (and always just charging you for files that are new, never a full new buy), but at the start it needs to be forward looking. Looking at the development though I think you will be surprised about the performance. Need to get back on the RMI, what you write is actually news to me. The aircraft we have seen in the last months all seem to have it.
  19. 5 points
    I am sorry you missed all that information but to be honest I feel everything you asked I have replied to. As you seem to have missed the very first post of this topic let me repeat it here for you: --------------------------------------------------------------------------- Because the previous topic was old, contained a lot of nonsense etc I decided to make a new one. How many products are this? And what will be the names? Aerosoft A318/A319 Professional Aerosoft A320/A321 Professional Aerosoft A330 Professional The 'Professional' in the title indicates that the product is developed for P3d V4 and partly for the professional market (did you know we sold over 75 educational licenses?). This 64 bit platform is our main development platform and our main market. We are sorry that this might lead to some confusion. In scenery we only use the term 'Professional' for products that are designed for P3d V4 and are ONLY P3D V4 compatible. They are not the same products as the FSX:SP2, FSX:STEAM, P3D V3 versions. For aircraft they basically ARE the same. One product, one buy and you can install as many times on any compatible sim (as long as it is your sim and not that of a friend). In other words, you buy the P3D v4 version and get the FSX:SP2, FSX:STEAM, and P3D V3 version for free. A bit complex, sorry about that. Are these updates of the old version? No, they are fully new builds. The 32 bits versions had some code in it that was close to 7 years old and was holding us back. So we decided to redo a lot of the modules and graphics to modern standards. Around 60% of the modeling and textures are new and more then 75% of the code is new. So they probably are not free updates, right? Indeed. But as always Aerosoft will never charge you double for anything. If we replace 50 of a product the update will only cost you half the new price. I this case it's even better because we if you own the A318/A319/A320/A321 and want the newer versions you will be offered an update price of 16.95 Euro (plus VAT when applicable). If you want the A330 and have any of the older models we might be able to offer you an discount as well, not 100% sure on that. The full versions will cost just under 50 Euro. We still have to decide on the update and full prices of possible bundles. Will be okay. Of course prices can always change. When will they be released? Next week? No. The 64 bit version of the A318/A319/A320 and A321 will come first (because we got so many customers of those who want 64 bit versions). That will be for sure this year. The A330 (32 and 64 bit versions) will be next, early next year, the 32 bit A318/A319/A320/A321 after that. DRM? Online activation? Of course not. You paid for the files and can do with them (on your own systems) as you want. Wingflex? On the smaller busses not (we simply have never seen the high frequency very small movements of the wings done well, they are remarkably stiff wings) and adding it just adds a load of complexity and development cost. Of course the A330 has wingflex, it has much larger and much less stiff wings. ----------------------------------------------- Is this what you are looking for? You could have found it here: http://forum.aerosoft.com/index.php?/topic/127623-aerosoft-a318a319a320a321a330-professional-preview-part-4/
  20. 5 points
    On another note.... we are using a File Versioning System to handle the beta files (22,653 files in total, urgh). A system like that allows the team and testers to update to the last version with one single mouse click. That means we do not have 'builds', but 'versions'. Every time a single file changes and the developer uploads it, it makes a new version and the file is immediately available to the whole team. So when I start P3D V41 to fly the bus I click the update button before I click the P3D icon. Now we started using the File Versioning System somewhere early in the Airbus Extended project. A long time ago. And this morning I noticed that when all versions numbers are added up we reached version 150,019. So in total there were just over 150 thousand different versions of the bus so far. Gives you some insight in the complexities of a project like this!
  21. 4 points
    Well Dave, we have thousands of customers who don't have any problem with the LNAV or any other major issues that some customers have - but we are concerned that some people have had issues and we are working hard to over come this issue.. As I've stated several times here in the forums, not one of the Beta team had any major issues with the release candidate. This means that the problems some have must have something to do with the differences between their computers and the computers of those who aren't suffering these problems. In other words, if we don't know about a problem, we don't know about the problem. If we had known prior to release, then of course we wouldn't have released it - nobody at Aerosoft is stupid. Now, based on your comments I have to assume that you're either very new to the flight simulation community, or you just haven't purchased other high end commercial aircraft at release. The most celebrated PMDG model (the NGX) had serious problems at release (and none of their Beta Testers/Dev Team had seen them either), as have many other high-end addons. The Aerosoft In House Beta Team is comprised of pilots certified on the platform and some of the most experienced flight simmers in the community, and they know how to test software. I myself am professionally certified in software testing, and I flew the wings off the CRJ for well over a year prior to release with many of my flights being live streamed to the community. Anyone who watched them could see that I didn't have the issues that some people are reporting. We do believe people are suffering from these problems, and Hans has been working to re-write code to overcome them for people who experience these problems. But it's difficult because he can't reproduce them either. Again, there is some type of difference between the software on the computers. It is noteworthy that the few who took Mathijs advice and reinstalled Windows and all their flight sim software had the problems disappear. Finally, it is common for people not to have any issues with one piece of software, and then have problems with another. We see this all the time in the flight sim community, and it almost always points to a problem on the customer's system, a problem that doesn't show itself until a new product is installed. I'm not suggesting that is the issue here, I merely state this to address those posts we see where customers say "all my other aircraft work just fine, so it has to be the CRJ". There are a lot of variables that most customers aren't aware of and such comparisons, while they might seem logical to customers, just don't pan out when looked at from the development side. But rest assured that we do listen, and we take everything our customers say seriously. Next time you feel like criticizing a flight sim developer, I might suggest reading past staff comments or at least asking some questions first. In this case, your criticism is unfounded, way off base, and it was addressed before. That doesn't mean that we don't understand your frustrations and that we're not concerned, we do, and we are. After all, we are flight simmers too! My best wishes to you, and hope that our upcoming update resolves the problems you're having.
  22. 4 points
    And that "maybe" is currently the only answer given when it comes to a release date. After that first post more information has been already given, e.g. that the buses are now available to the core beta tester team. From that you can derive that things are progressing.
  23. 4 points
  24. 4 points
    I would be MUCH,MUCH,MUCH,MUCH happier with the new Airbusses (and buy the whole lot!), if they incorporated the one missing feature.........Pop out instrument panels, as asked for by me (and others), when so many other leading developers include this feature as standard. It is the only reason that I would buy the FSL bus over the AS. Sorry to raise this again, but I feel that is an essential. Regards to all.
  25. 4 points
  26. 4 points
    I have all 3 (FSL A320, Aerosoft and the BBS widebodies). In my opinion the biggest difference between FSL and aerosoft are in the sounds. FSL sounds are so much more immersive (now even more on P3D v4). Plane really sounds alive. Also, the FDE and autopilot seems to be more solid. Try to accellerate the aerosoft bus only at 3000ft (NADP) and sometimes it can't handle the drags of the flaps and keeps stalling. Also the engines models seems a little off. My plane get really abrupt accelerations and desacelerations at some conditions, and some engines seems really weak. BBS one is not ready yet, but is progressing slowly.. Big issue there is their lack of capacity to model.. VC and external models are still on another league. But I quite like the FDE improvements on latest update, I think it will be a good product too. Not top notch, but acceptable.
  27. 4 points
    This is exactly right - if I may mention another complex add-on, Majestics Q400 - after one if the updates it added a requirement to remove gear pins before departure - if you didn't then you could not retract the gear. Of course on my first post update flight I did not know this and trying to troubleshoot an already difficult to fly aircraft was nigh on impossible. For training purposes I do understand the complexity and there is a certain enjoyment knowing these things are modelled but trying to do anything on your own if it goes wrong doesn't end well.
  28. 4 points
    RWT09_VABB-VEPT.kml
  29. 4 points
    Reading the comments from Cheap Charlie in ref. to FPS (VAS is no longer and issue in the 64bit sim) I have made up my mind to stick with the AS product. I don't need that much of complexity in the bus. Yes a half way realistic startup, flight and shutdown process is fin, but not down to the bone that it's reducing my system to below 20FPS. Nevertheless as I stated above the Popup PFD would be a nice feature
  30. 3 points
    Looking good on the interior 2K textures, now if only the exterior could be 4K like the rest of my civilian and business aircraft. I really miss my Bus.....Darryl
  31. 3 points
  32. 3 points
    RTW80 Leg 8. Salalah to Bombay. OOSA-VABB. 2017-10-18 We fly to Bombay (renamed Mumbai in 1995 as a act of Maharastra symbolic politics). Mumbai, formerly Bombay, is big. It’s full of dreamers and hard-labourers, starlets and gangsters, stray dogs and exotic birds, artists and servants, fisherfolk and crorepatis (millionaires), and lots and lots of people. It has India’s most prolific film industry, some of Asia’s biggest slums (as well as the world’s most expensive home) and the largest tropical forest in an urban zone. Mumbai is India’s financial powerhouse, fashion epicentre and a pulse point of religious tension. (Lonely Planet) First, Goodbye to Arabia Absolutely clear morning over the Arabian Sea. A long flight over water gives time to enjoy some film. The Lockheed Constellation is a star of this 1953 promotional film for Eastern Air Lines: Flying with Arthur Godfrey. The fine production values make it an easy watch. The picture introduces the public to such things as the cockpit instruments and controls as well as navigation aids including ADF and ILS. No autopilot. At that time Eastern president, and legendary pilot, Eddie Rickenbacker was adamant that his captains fly hands-on. The narrator is Arthur Godfrey who was a wildly popular radio and television talk show star in the era and a genuine aviation enthusiast. He was a Naval Reserve pilot certified for jets, helicopters, and carrier landings. And he commuted to work from northern Virginia to New York in his own Navion. (In the film, Eastern's chief pilot Dick Miller looks uncomfortable. Perhaps he's not used to acting a role. Or perhaps he is not used to a young pilot bossing him around. In any case, Godfrey is happy to offer everyone a Chesterfield.) Hours later, as we approached the Indian coast, some ominous cloud formations took shape. In 1956, Bombay was already a world city. It achieved success under British rule, first under the East India Company and then the British Empire. Located on seven islands, the port city was linked together by a century-long effort of building connecting causeways that generated what is now a single landmass. The United States played a part in the city's success when its Civil War allowed Bombay to take its place as the world's predominant cotton port. And during the later nineteenth century, entrepreneurs from around India came here to develop a modern industrial and commercial center. The successes attracted migrants to Bombay who shaped a relatively open and multicultural urban scene. It became the huge, energetic, prosperous and overcrowded metropolis that it was in the mid-twentieth century – a population of 3 million squeezed into a relatively restricted geographic area. (Mumbai is much larger and more crowded now, of course, with 13 million inhabitants.) Here is a 1960 observation of Bombay after independence: Bombay owes most of its prosperity to the great waterway constituting the harbour. … There are few more scenic and impressive sights than the approach up this waterway studded with hilly islands, with a view of the stately buildings of the city, and to the right, the palm-fringed shore of the mainland rising gradually to the peaks of the Western Ghats in the distance. Bombay's position as the gateway of India, its fine natural harbour and the enterprise of its inhabitants, made it one of the first cities of the world. (J.H. Ge., Encyclopædia Britannica, 1964.) Any self-respecting member of the nineteenth century's Reform Club would have been proud of Bombay's rise on the dynamics of enterprise and free trade. Bombay seen through the swirling clouds Bombay was the destination of JRD Tata's first "airline" flight in 1932 when he piloted a single-engined DH.80A Puss Moth from Karachi to Bombay's Juhu aerodrome (which still exists just west of Santa Cruz and the modern airport). Tata was born to a wealthy family of Indian businessmen and, as a young adult, was brought back from Europe with the idea that he would head the family business. And he certainly succeeded, making Tata Sons an enormous multi-business family-held conglomerate. Tata (or as he was popularly known "JRD") instituted all sorts of reforms in Indian business practices, endowed research institutes, and won numerous awards for his 50 years of highly-respected leadership. From an aviation standpoint, Tata was a skilled airman and a visionary entrepreneur. He was India's first licensed pilot. And when he initiated Tata Air Services with that small mail delivery in 1932, he and his South African friend Nevill Vintcent set on a course to create India's first airline. After WWII, that airline became Air India which, under Tata's leadership, became the country's flagship international carrier. The first headquarters were at Juhu Aerodrome (a hut with a palm thatched roof) and eventually were relocated to a modern office tower in Bombay where it remained until 2013. (The national government took financial control of Air India in 1953 – although JRD Tata continued to run it for another 25 years. In more recent times, the airline has experienced the ups-and-downs common to the industry. In 2017, it is currently rumored that Tata Industries is considering purchasing the financially-challenged airline. Multiple levels of irony here.) The lights of Santa Cruz airport ahead. With 1.1sm visibility, this was always going to be an interesting landing. Juhu Aerodrome served as the city's main airport until 1948. At that time, commercial operations were moved to the larger RAF Santacruz, just a mile to the east. In the 1950s, Bombay Santa Cruz airport was one of the world's important air traffic centers, connecting directly with the west and through Calcutta to the east. Daily air services were maintained to and from almost all important cities within the country. All is well. Santa Cruz Rwy 09 crisp and clear. Thanks to the "modern" ILS. On the left are the new (nearly finished) terminal and tower through the haze. The active facilities on the right are not yet visible. When we arrived on our Pan Am ship, flight arrivals were handled through two converted RAF hangars (which are still in usage) while Air India International had its own small brick building tucked in a corner. This "Old Airport" area – on the south side of the 09/27 runway – now houses maintenance hangars and the General Aviation terminal. Safely shutting down at the (1950s) international arrivals terminal The new Santa Cruz passenger terminal was then under construction and commissioned in 1958. And in the 1980s, a modern international terminal was built at Sahar, across the runway to the northeast, and the terminal at Santa Cruz was converted to serve domestic flights. The airport has simultaneously had two names – Santa Cruz Airport and Sahar Airport – and some locals use the original names. In a cultural move, the airport was renamed Chattrapathi Shivaji International airport (CSIA) after the 17th century Maratha emperor. Among those entrepreneurs who made Bombay in the late nineteenth century was Jamsetji Tata who began his industrialist career with cotton during the 1860s. He built up what became the Tata Group (see JRD above) which is now India's biggest conglomerate. Among this accomplishments was the 1903 inauguration of the Taj Mahal Palace Hotel on Bombay's waterfront near the Gateway to India. (The common legend has it that Tata built the grand hotel in response to being refused entry to Watson's Esplanade Hotel due to its whites only policy. Perhaps apocryphal.) The elegant "Taj" was Pan Am's preferred hotel during our "classic" era. If city tourism is not in the cards, you might be interested in seeing a local movie. Not to worry that it is in Hindi. The period after independence (late 1940s and 1950s) is now seen as the "Golden Age" of Hindi film. Perhaps the most famous is Mother India (1957), the story of a village mother holding her family together in the face of adversity. (The theme was seen to represent the strength of traditional India as it faced modernity and, perhaps, the role of women in contemporary society.) The film remains one of the most successful of all time. On another track, a number of acclaimed films explored the nature of modern urban life – often taking an ambivalent stand. On that theme, you might enjoy a song from Pyaasa (1957) which, underrated at the time, has since been recognized as a "top 100" in international film history. The quintessential, and commercially popular, Bollywood combination of action, comedy, romance, melodrama and musical took off in the 1980s and has evolved different forms over the years – sometimes emphasizing crime and violence, other times the tensions in contemporary social relations, and other times romance and melodrama. All this with plenty of song and dance. (Traditionally, the actors are often good dancers but not especially good singers. The "playback" singer is typically listed in the opening credits and the soundtrack of often released before the film – as a separate and profitable entity. An entertaining example of this common practice is in this romantic song and dance piece from the 2000 blockbuster Kaho Naa… Pyaar Hai.) Overall, the film industry in Mumbai has become a major player in global cinema. In recent years, Bollywood has competed with Hollywood at the international box office – in terms of customers if not revenue. Summary: Date: 2017-10-18 Route: OOSA-VABB Aircraft: L-049 [A2A] Leg Distance: 1078nm Flight Time: 4:10 Total Distance: 4910nm Total Flight Time: 19:24
  33. 3 points
    Hi Finnj, The problem is that the power you need to break away ie start moving is quite large, then even ifyou only reduce the power a little the aircraft comes to a stop rapidly. in short if you leave the power at the breakaway setting the aurcraft rapidly accelerates to very high speed, if you reduce it only a little it rapidly stops. There is no happy middle ground you either find yourself stopping or rapidly accelerating. it becomes very frustrating very rapidly to the point you just give up as the power on the ground is totally broken compared to any of my other turboprops. This is sad as it is a brilliant Twotter in every other respect in every other way. in its current state it doesnt get used im sorry and im at a loss as to why this is the only aircraft which has this very prominent issue. Thanks for the response but it sounds like it wont be fixed and will remain parked in my hangar unused. cheers Darren
  34. 3 points
    This might be possible with default weather, but not with the custom weather injected by weather engines like Active Sky. With our WXR we often already see that they do not inject all of their weather into the sim, but apply effects in other ways. I can not imagine that it would be possible to sync all these over the Airbus. Maybe this would be something for the developers of the weather addon. Wouldn't it actually be great if the CBs of all pilots would stand in the same position, even when they do not fly CFD? That would make avoiding weather on VATSIM/IVAO a lot easier, also from the controllers point of view. But again, this would be something for the developers of the weather addons, rather than for a single aircraft.
  35. 3 points
    I'm sure that Mathijs misspoke (remember, English is not his first langauge and he speaks numerous langauges - I know I'm impressed!). He didn't mean that people flying single cockpit were silly, what he meant was that it is far more realistic to fly shared cockpit. I've had countless conversations with him about shared cockpit, and I feel confident on how he feels. Believe it or not, the work load will actually increase substantially for someone (just with normal procedures) when they start to fly shared cockpit, especially if they fly on VATSIM. Most especially while they are learning CRM. Make a 2 hour or less normal flight and most people will be happy they didn't have to contend with failures. Now, I've had to do it while testing all the possible failures for the Dash 8 and very soon I'll have to do it for the Maddog X, and I really prefer flying on VATSIM rather than handling failures. There are always those who want to test themselves handing failires, but in every case where I knew someone who did that, they were back to flying without failures after 2 or 3 flights. To add to this, I can say with great certainty that the vast majority of flight simmers just aren't interested in failures. Now, there are exceptions and I say more power to them! After all, nobody can tell another flight simmer what to enjoy. I'm just speaking from quite a lot of experience in this area. Going a step further, it's usually pretty difficult to find someone to fly shared cockpit who is interested in dealing with failures, and syncing up schedules with a very small number of people is even more so. Again, flying Shared Cockpit on VATSIM is going to keep most people plenty busy over a 2 hour flight.
  36. 3 points
    On the other hand, seeing these displays, without the correct lights, correct shading, correct view angle always seems very unrealistic to me. A real pilots eyepoint is not directly in from of the lower EICAM at non shaded noon light. That eyepoint is where the throttles are. Seeing the ND in 2D is seeing the ND with eyes in your crotch. I see the attraction, I am just saying that is NOT how a pilot sees them. And as you know we rather not simulate the aircraft but the job of the pilot. I will discuss the issue, not making promises. Personally when I want something like that I use the build in view system and make my own views. They will have the correct color and shading and will not be limited to 256 colors. In P3d V4 the framerate hit is minimal.
  37. 3 points
  38. 3 points
    RTW80 Leg 7. Aden to Salalah. OYAA-OOSA. 2017-10-14 We are switching aircraft for this "East of Aden" portion of the journey. By the mid-1950s, Pan American's Around the World Service had replaced the older Lockheed L-049 "Constellation" with the Douglas DC-6B "Super Six". The Constellations were moved to the profitable South American routes. Today, we are calling back to the RTW service the Clipper Undaunted to honor its stablemate Clipper America, the original L-049 that initiated the route in 1947. For those interested in the aircraft's history, here (or identically here) is the wonderful ABC Great Planes documentary on the Lockheed Constellation. Well worth a look. Departure from Aden showing Crater, Ma'alla harbor, Steamer Point, and Little Aden. Betty reported that among the passengers is a kid named Conway Twitty singing "It's Only Make Believe." How did he know that this is P3Dv4? Cruising over the desert sand This was a fairly routine flight. The only excitement, much appreciated by the passengers, occurred on our getting the new First Officer Rick Sperry familiarized with his duties. The lush green coastline of Oman Oman's Dhofar coast is exposed to the South West monsoon from mid-June to mid-September. The monsoon is locally known as the Khareef. The Dhofar Mountains that run parallel to the coast both attract and contain the khareef. When the moisture condenses as thick fogs over the hills the result is a verdant paradise. The water supports an annual resurgence of herbs, grasses, and trees that lasts through the late summer season (and for some time afterwards) until the vegetation loses its moisture. The population, especially in urban areas such as Salalah, depends on the khareef for their water supply. Turning point at the 4,000ft high cliffs before Salalah At least since the 1950s, an annual Khareef Festival is held in Salalah to celebrate the monsoon and to attract tourists. This effort has been successful, as this sort of wet green environment is highly unusual in the Gulf region. The fog cools temperatures considerably and provides a respite from the relentless heat. This celebratory film makes so much of the thick white fog and lush green vegetation that even our English gentleman traveler can appreciate how different the world looks for those who live on the Gulf. Though, whimsically, he uttered something poetic about "Eden" and "this sceptered isle." Downwind over Salalah The Salalah plain is surprisingly well-cultivated with traditional farms employing a sophisticated irrigation system. It relies on the khareef to sustain the water table, but hydrogeological studies suggest the quantity of groundwater will not be sufficient to maintain agriculture for much longer into the future. Nevertheless, this fragile cyclic climate contrasts with the arid Empty Quarter – the vast sand sea that extends out over a third of the Arabian peninsula. The desert starts just beyond the green Dhofar hills to the north. Historically, Dhofar's most famous product was frankincense, an aromatic resin hardened from the sap of the frankincense tree. This was the mainstay of the regions' wealth for thousands of years. From Rome to Egypt to India to China, frankincense was widely used for both daily and ceremonial purposes. It was (and is) used to greet and say farewell to guests and at weddings and funerals and feasts. Right through the Middle Ages, frankincense was prized as gold and made the rulers of Dhofar wealthy men. (Now it is more of a specialized product.) Flaps down for finals into Salalah When we arrived on our mid-1950s Pan American flight, Oman was in the midst of a old fashioned power struggle. Governance was split between the Sultan of Muscat, Said Bin Taimur, and the Imam of Oman, Ghalib Al Hinai. The precipitating issue was oil. Said ruled in a feudal style and had outlawed almost all technological development. The Iman controlled the inner tribal lands. Between 1955 and 1957, the Sultan moved troops to take control of the internal oil discoveries but took heavy casualties. Only with the aid of British Army armored columns and RAF aircraft were his forces able to prevail. (Ghalib withdrew to the seemingly impregnable mountain fortress in Jebel Akhdar but was eventually defeated through a daring nighttime surprise attack by the Special Air Service.) Later, during the late-1960s, the Dhofar Rebellion (a Yemeni- and Chinese-supported Marxist force) achieved military control over the Dhofar Mountains above Salalah and the coastal plain. The old Sultan Said seemed ready to capitulate when he was deposed in a bloodless coup by his son Qaboos bin Said. Starting in 1970, Qaboos expanded the armed forces, modernized the state's administration and introduced expansive social reforms. The rebellion was finally defeated in 1975 with the military help of Iran, Jordan, Pakistan and Britain's RAF and Special Air Service. Sultan Qaboos opened up the country, pursued vigorous economic reforms, and modernized the social order with a serious commitment to health, education, and welfare. While dependent on oil revenues, Oman's economy has become relatively diversified when compared to other states in the region. The number of hospitals rose from one to ninety. And the educational system made real progress: before 1970 only three formal schools existed; today there are over 1,000 state schools and 650,000 students. Qaboos established a modestly powerful Constituent Assembly and eventually all Omani over the age of 21 were given the right to vote. While Sultan Qaboos has been a wildly successful monarch by Middle East standards, he has not opened the country to a Western-style competitive democracy…and given the incendiary political and ideological and religious conflicts in the region he is not strongly incentivized to do so. Betty confidently surveys the tarmac as we are ready to deplane The airport was RAF Salalah when we visited in the 1950s. This was a relatively small facility with a scattering of single-story buildings and a squat two-story tower. (For home videos of life and operations at RAF Salalah in 1962, go here.) The civilian version opened in 1977 and is now Oman's second airport. The newly built expansion (2015) locates the new tower and modern terminal on the north side of the runway and hosts international connections to the Gulf and to India. The heaviest international traffic carries tourists during Khareef season. If you care to follow the Duenna-recorded flight track, look here. Summary: Date: 2017-10-14 Route: OYAA-OOSA Aircraft: L-049 [A2A] Leg Distance: 584nm Flight Time: 2:17 Total Distance: 3832nm Total Flight Time: 15:14
  39. 3 points
    Please read the first post of this topic or its red copy up this page. It answers your question.
  40. 3 points
    Indian subcontinent took us with a thick fog and the whole Around the World in 80 days group as well, it seems. Visibility was poor at takeoff, about 2 nm, in Karachi when Leg#10 Karachi-Bombay started, early in the morning. The flight was uneventful during cruise, so we took some pics of the inside of the cockpit, and again visibility was poor for landing. Reading the other members' diaries it seems a common occurrence. The hot wet spicy scent in the air reached our nostrils as the airplane main door was opened, even if in the middle of a tarmac. At last we rested our feet on Indian soil. "I feel as History were welcoming us in Bombay, whispering, even breathing at us" "Nothing strange, sir; may I suggest to leave all our chakras open and let her in?"
  41. 3 points
  42. 3 points
    As far as I know, there's nothing nothing missing in the Aerosoft Airbuses, which prevents you from doing a realistic startup and shutdown.
  43. 3 points
    Hello Philippe, I knew that I had something somewhere in my old pictures (early seventies). If you have any mechanical problems, I'll be there to help. Regards, JP
  44. 3 points
    Today we flew the 2nd part of the 2nd Leg from Tubek Saudi Arabia (OETB) to Ryladh Saudi Arabia (OERK). Wrongway got the Electra working again but while taking off, discovered it still has some weight distribution issues. Flying over Saudia Arabia warrents pretty much the same view everywhere. Major sand and Oil Refineries. Leads one's mind to wonder......... Wow, look at that view, more sand...............hmmmm...............pretty sky..............cloud looks like a taco! Yep, sand........................................wonder what I would do without Wrongway?.............................. After a fairly long leg, calm winds aloft, no excitement what so ever, we found the airport. It was right there right smack dab in the middle of the sand. Upon parking, leaving to hit up a motel, look at what I saw...........................where is the sand!?!? Of course I had to see this in daylight. This has to be one of the nicest airports in the country.....on the inside. Made out of sand I guess. ........the next morning.......I saw this out the porch window......ugh....hmm....oh man!......Wrongway, bring back my Electra! What are you doing? You're supposed to be tuning it. That's not what I meant when I asked you to test it! Aghhh....that plane can't do that!!!.....can it?
  45. 3 points
    Go to Folder and turn off this file by adding LEBL_Top_Lichtlayer.BGL.off\Lockheed Martin\Prepar3D v4\Ecosystem\Aerosoft\Mega Airport Barcelona Professional\scenery\LEBL_Top_Lichtlayer.BGL
  46. 3 points
    RTW80 Diary Entry 6 - “Crossing the Arabian Sea” Today’s flight is a longer over water journey that will take us directly to Bombay. Because we will arrive just after dark I have revised my destination airport from the older, smaller, and unlighted Juhu (VAJJ) to Mumbai’s large international airport VABB which is only a couple of miles away. Departing Salalah Oman. Cruising at FL200 over the Arabian Sea Sun setting in the western sea Descending into clouds and gloom Poor visibility the rest of the way. Airport weather report was 1.6nm visibility and foggy. Runway in sight now. Hand flying the magenta GPS line the last 5 miles, I was a bit off the runway course and had to turn late in the approach to land. All's well that ends well
  47. 3 points
    Mercy Flight low-pass Transfer in progress... Now to drink some lovely Beer! Hope you enjoy the Canterbury Draught! See you in Bombay! SeanG
  48. 3 points
    Small friday update: Work continues, Cockpit detailing underway so there will be place which are not final yet (f.ex. slidewindows)! This is for Prepar3D HDR mode; if you turn your head down the exposure gets adapated to the darker space and lightens up that one. So you have to get used to more dynamic brightness still now.
  49. 3 points
    And a fresh place for the small friday update: Same procedure as every WIP friday: There is still left to do in texturing, especially in the rearward sector. So please not comment: "He, there is missing something...". Thats is known :-) So please enjoy the pictures for now!
  50. 2 points
    2500 miles of sand, and now KARACHI!