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  1. 116 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 probably this year very early 2018 as we wanted to include the fully dimmable lighting. 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.
  2. 90 points
    Ahhh descent planning. This could be a 50 page thread by itself, lol. For now I'll just hit on what you asked. Our typical decent profile is .77 to 320kts, then 250kts below 10,000. As you can imagine, going into the major airports, we rarely are able to stick with that profile because of altitude/speed restraints on the arrival, or ATC assigned altitudes and speeds. An idle descent where you don't add power until final approach would be the most efficient in any jet, however, this pretty much never happens, once again, because of the restrictions of the arrival or ATC. So the thrust settings are just whatever you need to comply with that you've been assigned. The vast majority of people descend in V/S mode, and just adjust it to maintain the speed that you want to hold. Going into places like Chicago, they typically assign you speeds to hold all the way down to the final appraoch fix (Maintain 300kts....maintain 250kts....maintain 210kts....maintain 180 kts....maintain 170kts until *Insert final approach fix here*). There are times where I don't feel like riding the V/S knob the whole way down the descent so instead I'll just slow to the assigned speed and use SPEED mode to come down. There are no specific thrust settings I use when I do this. If I want a shallow descent, I pull them back a little. The more steep of a descent I want, the more I pull the thrust levers back. As with any descent in the CRJ, make sure you get that power back in once you level off!) A little trick you can do for those times where ATC leaves you way high and dry and you need to get down quickly. 320-330kts (250kts below 10), SPEED mode, thrust idle, speedbrakes full out, then hold on tight (lol). (Again...make sure you stow the speedbrakes and get the power back in on the level off! Otherwise you will experience CRJ fun times!) I'm sure we'll get more questions about descent planning as this goes on and we'll cover more of this, but hopefully this gives you a good start.
  3. 65 points
    Indeed this weekend! [edit: this was an answer to a previous question in the topic] As said we had some serious discussions about what to release, when to release and in what order to release. Here is the outcome. Of course the major questions is at what date 1. will be. But I simply do not know that. There is a big professional project about to drop that includes the A321 that could throw things off kilter. If you feel uncomfortable using software that might still have issues I sincerely advise you to step in at 3. As explained, these are not updates, they are almost complete new projects and we have many many hours of testing to go. A318/A319 Professional 14 days in between A320/A321 Professional 5 weeks in between A318/A319 Professional & A320/A321 Profession service Pack 1 This Service pack will replace the current PFD and ND with newer version that are better in resolution and designed to be used in 2d mode (the other gauges should already work in 2d mode at that time) Unknown periode in between, but we guestimate something like 4 weeks. A330 Professional Unknown period in between 318/A319 Professional & A320/A321 Professional & A330 Professional service Pack 2 Note we skip the A330 SP1 to keep the names uniform. This service pack will bring all aircraft to the same status and will update the smaller busses with the knowledge gathered in the meantime. After this we'll most likely add more A330 models (more engine types etc). If course, we'll always do hotfixes as soon as they are more or less stable. Decisions on updates of the 32 bit version has not been taken. We feel that the models we know have are highly competitive in their price range and downloads for the 32 bit platform have tanked totally. When we get to that moment in time we'll look at it again. Please do not ask about this right now as I am not going to say anything else then that we'll look at it after point 5. How updates are handled and at what price is listed in the first post on every page. We'll announce deals on the bundle this week. But don't worry, they will be as sweet as our other update options. The DC8 should be out before you fly busses. But that one is pretty close, such a lovely aircraft.
  4. 61 points
    Been a long while since I wrote a friday evening update mail but it's time to explain a few things. It's 18:20 and I got my glass of wine so let's get going. It will be about the CRJ, A320 series and the A330, they are all highly interlinked at this moment. As you know the magic word of the last two weeks was '64 bits' (okay, two words). And most of my time was focusses on getting 'my' products converted. My products as in the series of Aerosoft products I am responsible for. We had some issues but at least some scenery and aircraft like the Twin Otter etc are released in 64 bit versions. Of course the big projects like the old and new Airbusses are not that easy. Not only because they are more complex but also because they get more attention and we do not want to do straight ports but real P3D V4 versions with all the lights etc. The plan was to 'quickly' do the A318/A319 and A320/A321 and release them in 64 bit versions with (apart from all new lights) the same features as the current versions. But reality quickly raised its dirty head and we had to change the plans. See, because of some unfinished parts in P3d V4 the lights have to be done partly in code and not in effects. Lockheed is working on these issues but we think that doing the in code will be a better solution anyway. To give you an idea, if you do the in effects you have to change the model and recompile it for every test (often dozens to get something right), if you do it in code you just need to recompile the gauge and that's done in seconds and not 15 minutes as with the model. That means that if you feel the lights are too yellow or something it's an easy fix. But of course that means opening major parts of the source files. And that means the developers had to get re-acquainted with code they left two years ago. And of course they felt the new code that replaced it by now (for the A330) was way better then that old 'junk'. So after a lot of teeth grinding I (as project manager) decided to replace a lot of the old code that served us well for close to 6 years now (!) and use the newer codebase for the A320 series update. Project Managers always want it 'cheap, fast and stable' and we mostly settle for two of the three. This time we choose only 'stable'. It made no sense to release an update for the A320 series now and to overhaul it end of this year again. We have to move these projects to our new shared code base that handles all the Airbusses with one set of files, only with different config files. Just as Airbus does it actually. Now don't worry, this does NOT really delay the A330. The code still needs to be done for all models and as you have seen today the modeling is progressing nicely. The release and the massive demand for compatible add-ons for Prepar3D does affect all our schedules. I honestly told everybody in Aerosoft it would be big but even I am seriously surprised. Never a dull moment.... Damn, it seems these glasses of wine keep getting smaller every year, be right back. Where was I? Ahh right... As said the A330 is not really delayed, but the release order is. We were planning to do a new A320 series after the A330 but demand for the 64 bit version is so strong that we simply have to get things out as soon as possible. And that path is shorter for the A320 series then for the A330. So you will see updates for the A18/A319 and A320/A321 in the next few weeks first. Those will be full blown P3d V4 products. With all the lights (every single light can be controlled individually), installer that install in the documents folder etc (very cool btw, you can re-install the sim without re-installing the add-ons). The works. You will also get almost all of the aircraft systems in the new versions. As explained we dropped all the old code and rewrote most of it to the latest standards. It's faster, slicker, has far deeper sense of the systems behind what you see. You will get an MCDU that is, beyond any doubt, the most complete ever done for our sims (and yes that includes all our competitors). We spend a lot of time on that because as you know we focus on what pilots use and not on systems that have been only oned a few times (or never) in real life. The MCDU is the heart of the Airbus and no effort spend on that is too much. What it also means is that our idea to release this as a free update is out of the windows. You know that we would never ask you to pay twice for the same files but we had the idea that just new lights and a new installer did not justify an update fee. But now we are talking rather serious stuff. There is around 2 men year of work between what you have no on your disk and the new files. So we'll do what we always do, make the files, see what's new and what's old and come up with a update fee that's reasonable. My CEO will disagree, he will take my advice, lol. The A330 will follow pretty fast after those aircraft. And of course if you have the one (or all) of the A320 series you will get an discount because it shares some of the files. Again, we never ask you to pay twice for the same files. And of course it will come in FSX/P3d V3 versions that are similar and P3d V4 version that will have all the additional features. As we see it now the price will be the same for those versions. Of course the CRJ is still planned to be released before the busses. Please note we have NO plans to drop support for 32 bit sims at this moment. All the while Flight Sim World is very slowly getting some updates in it's Early Access stage but we still do not have an SDK and no good idea about the stability of that platform. As there seems to be zero demand from customers at this moment, we are more or less leaving that simulator where it is now. 19:10 now, been working since 08:20. Time for some food and then finish watching House of Cards Season 5. If you got any questions feel free to ask them here. I promise to answer them as honest and open as possible.
  5. 55 points
    Time for a small friday update: Work on the forward cargo hold is so far completed. Now work concentrates on the aft section one. All walls are covered with the detail that belongs there...
  6. 53 points
    A sneak peak from a testflight I just made: This is an early build with some pieces not yet in place and more late alpha than early beta. And watch it in 4K please.
  7. 51 points
    Indeed but there is a lot that is added so all of that needs to be inserted. Quick update of this week ( I intend to be as offline this weekend as possible). Good progress on bug killing, we now really see the number of things go down and the only 'new' development going on (where new code is made) is on the Immersion module. That one triggers all the. animation and sound effects not directly linked to aircraft systems. For that I did today some sound recordings for the flight attendant that rings the flight deck doorbell (you hear the door chime). Then you check the door cam to see who it is and unlock the door. Moments later you hear the flight attendant saying hi and you'll have your coffee (and no, you will not see the person, just the coffee. We need more graphical power to start animating persons on the flight deck). Stefan also added the last few changes we wanted on the VC. we removed the CRT that hangs from the ceiling at the back (as that function is now in the lower ECAM as you have seen) and the High Altitude button is inserted. Further testing is going on with the TrueGlass and RealLight modules. They are still very GPU memory demanding but we are able to shave off a few MB here and there. After release we need to see if we are forced to make models without these enhancement. The VC itself is very very lean, less memory used than most of the high end aircraft. Remains an item we are closely monitoring. Soon we should have the new sounds from Turbine. These are completely new recordings, not reworked sets of the old files and Christoffer believes they are pretty darned good. This was one of the important dates on the timeline as I really wanted new updated and more accurate sounds. The latest cockpits of the A320 line are much quieter then older and we wanted to make sure we have that right. All in a very good week and we are on the release schedule we agreed upon!
  8. 49 points
    Looong meeting today between devs and project management (aka me). But everybody is more or less happy and we set a release date that I am not going to tell you. So at this moment we are all checking the open issues (what you would call bugs and feature requests) to see what must make it in the 1.0 release, what can be added later and what needs to move to the bigger Service Pack. One thing that we did remove from 1.0 is the Connected Flight Deck as we need that to be 100% stable as it is a big deal for the high end market. For sure it needs an additional 4 weeks after release of 1.0. We have also decide to remove the Connected Flight Deck from the 32 bit version. We feel that is justified as we doen some market research in the people who use that. Those are all high end customers and 90% of this are 64 bits. It also saves us a week or so. Again I like to stress how important this project is for us. It's not only the base for a whole new generation of projects for you readers, but also for a new training platform for flight schools and a 'experience' tools for universities and high schools. Those markets are seriously important for us and we got those contracts signed and waiting for delivery. Certainly the market for high schools with aviation course has exploded in the last 18 months and educational license are a big deal for our sales people. All the demands of all those customers need to be taken into account in this stage of the project as they can't be inserted later. And this is not our 32 bit Airbus in 64 bit format, it is for 75% a totally new product. Last news of the day is that we did some spreadsheeting on how incredibly rich we will get from these products. Okay, how long it will take to pay of the immense costs of development. To do that we need to know what the AVERAGE customer will pay. And looking at the update paths from the three previous versions we guestimated that will be around 29 Euro/Dollar (excluding sales tax that you pay and we don't get). While we do feel that our product can stand on its own against the competition in many aspect (modeling, textures, lighting, animation, MCDU, coverage of aircraft etc etc) it is good to keep that in mind when you compare it with other products. We are not fan of high price add-ons. They create an expectation we feel often can't be matched by what is delivered. And of course we do not spend a penny on DRM and all that nonsense and believe me, that saves a bucket of money. Not having to include malware also helps.
  9. 49 points
    Something like this? Also shows the new LH livery btw
  10. 49 points
    Time for a small friday update: A warning up in front: The cockpit is currently a somewhat "messy" construction site. There are still a lot of old components which are exchanged piece by piece with new ones. Work concentrates on the functional stuff like important panels currently. The overhead has been replaced now and is back in action. The images show the complete list of the button lights now; all there are existing. Mainpanel has been refreshed and modeling is already completed on the new pedestal stuff which starts texturing next week. Also the displays are old ones from the last version as i not immediately take the new BETA stuff onto my machine. Higher resolution is planned also there... The older textures for FSX also needed to be much brighter in the more remote spots. Prepar3D V4 with HDR features that much better, with simulating the eye opening / exposure time dynamicly.
  11. 46 points
    Let me make one comment and then closed that topic. We also fight pirates, pretty serious in fact. We send out take-down notices every single day, have Facebook accounts deleted, have YouTube accounts blocked etc. What we NOT do is break the law and copy malware to the users system. There are laws against that in any civilized country, it is wrong and unethical. It is also VERY damaging to the whole industry as it breaks the trust between customers and companies. How do you think our professional\ customers reacted when they saw articles combining malware, airbus and Prepar3D? We have had customers who cancelled orders, we got many customers asking us if we do something like that. This does not only affected the customers who had malware on their systems, it affects much more people. How do you think Lockheed thinks about it? Sure, everybody knows I am not a fan of FSL. After they sold their product with parts of our copyrighted content in it (for weeks, even after I discussed it with them), there is no love lost. But facts are facts. Laws have been broken again. I do not understand how anybody can defend those actions. It has nothing to do with the fact we both do Airbusses. A product that is three times as expensive as ours will not affect us much. We aim for a large market, not the small top end of the market. So we also fight pirates, I am well know for doing so, but always within the boundaries of the law. And we also do not feel that DRM should make life hard for paying customers. You bought the files, so you can do with them what you want as long you do not share them with others. Install on all your systems, install 50 times, we don't care. If anybody wants to discuss this any further, use the Radio Chatter forum. Sorry for ranting, I spend so many hours trying to solve issues we have not caused I am still rather upset. To be honest, it is all pretty disgusting. FSL deeply apologize for what they did and that helps. But this ain't over. There are legal proceedings following.
  12. 44 points
    Btw, we have now entered out Airbus projects into our administrative systems, here is the info. Aerosoft A320/A321, Edition 2018 Aerosoft A318/A319, Edition 2018 Aerosoft A318/A319 & A320/A321, Edition 2018 (bundle) Aerosoft A330, Edition 2018 These products will sell for 40 euro (plus EU VAT when applicable). Price for the bundle still need to be set. These products will install in FSX:SP2, FSX;STEAM, P3D V3 and P3D V4. No online activation, as many installs as you want in what ever sim you want. Updates from the current Airbusses will be 16 Euro (plus EU VAT when applicable). A note on that, as you know we never charge customers for files they already paid for, so if an update contains 50% new files, you only pay for those new files and get a 50% discount. In the case of the A320 series the new product actually contains more than 60% new files, yet we decided to charge much less. This is done because we value the customers who have been using these products for such a long time. Still need to figure out the update price for the bundle but expect it to be in line with the others. All these products will release this year, (CRJ first) where the A330 follows on the A320 series. we expect these all to be released shortly after each other. Please keep in mind that these are NOT new installers to install the old product in the new sims to make them 'compatible'. They are all very much updated to the latest ideas and technologies.
  13. 42 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. Bundles will be updatable for 24.95 Euro (plus VAT when applicable. Of course prices can always change. DRM? Online activation? Of course not. You paid for the files and can do with them (on your own systems) as you want. Feel free to install 20 times or on all of your own computers. As long as you do not share it with anybody else we're fine with it. What platforms is this for? We start with versions for P3D v4.2 (older versions of P3D have a bug that will prevent it to work) and will consider 32 bit versions as long as that makes commercial sense. To be honest the 32bit platform sales are drying up pretty fast and we do believe we got a good product for that platform at this moment. No decision will be made any time soon on that. What hardware is needed? We advise the same as Lockheed Martin does for it's simulator. As always things will 'run' at the required hardware and will run best at the advised hardware. We do know that the combination of P3d V4.2 and TrueGlass seems very demanding on GPU memory. Other products released at this moment seem to confirm this and we are monitoring that. We are not worried about that right now and are discussing it with de developers. 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 When? We are not sure where we will be ready for a download release (a boxed release will always be later) because there are a lot of variables that we have little control over. We had some rather serious delays due to bugs in the simulator and we added 6 weeks to implement TrueGlass and RealLight, all not originally planned in our early 2018 release plan. However (and I am writing this Feb 21st) we are closing down code and testing is in high gear. While the dates are not clear, we do have a good idea what will happen after we get the first product online. It's not months away though. Please do not ask every few hours when it will be released as we will always refer you back to this post. A318/A319 Professional 14 days after A318/A319 Professional release A320/A321 Professional 5 weeks later A318/A319 Professional & A320/A321 Profession service Pack 1 This Service pack will replace the current PFD and ND with newer version that are better in resolution and designed to be used in 2d mode (the other gauges should already work in 2d mode at that time) Unknown period later, but we guestimate something like 4 weeks. A330 Professional Unknown period latert 318/A319 Professional & A320/A321 Professional & A330 Professional service Pack 2 Note we skip the A330 SP1 to keep the names uniform. This service pack will bring all aircraft to the same status and will update the smaller busses with the knowledge gathered in the meantime. After this we'll most likely add more A330 models (more engine types etc). Of course, we'll always do hotfixes as soon as they are more or less stable. We promise not to keep them on our systems waiting for a larger update. Decisions on updates of the 32 bit version has not been taken. We feel that the models we know have are highly competitive in their price range and downloads for the 32 bit platform have tanked totally. When we get to that moment in time we'll look at it again. Please do not ask about this right now as I am not going to say anything else then that we'll look at it after point 5. How updates are handled and at what price is listed in the first post on every page. We'll announce deals on the bundle this week. But don't worry, they will be as sweet as our other update options. The DC8 should be out before you fly busses. But that one is pretty close, such a lovely aircraft. So how does it look? Well we think it looks pretty spiffing. We used the very latest technology to make sure this 'base' product stays viable for some time. Here are some of the latest images from our development team (do see them at max resolution) Got a question? It's almost sure that anything you could ask has already been replied to on these forums. So do everybody a favor and use the search option of the forum before asking what has been asked and replied to several times. That way you won't even have to wait for the anwer! Do not hesitate to ask anything or to suggest something! Hey, why is my post removed? To keep these topics 'topical' we do clean them out every few days. Of course we love to read 'oh my god that is beautiful' but it does not really help the topic. So please do post it but don't be angry when it deleted a few days later. As this forum and certainly this section, is part of our marketing, we are rather strict on content. We have no problems discussing things even if it makes us feel; uncomfortable as long as it is written with respect and is on topic. There are hundreds of forums where we are not the moderators and where rants and raves are very welcome. Heck we know some where they are the norm! Just stay on topic, stay respectful and when you really feel the need to bait somebody, bait me. I get paid to eat stuff, no other moderator, developer, or customer is. I am fair game, they are not.
  14. 42 points
  15. 41 points
    Mega Airport Singapore X (by Antti Haka), It's still some way off but we thought it would be nice to share some first images!
  16. 41 points
    TIme for the friday update: How you can imagine the CRJ took also a part of my attention during this week. Nevertheless advance was good: The overhead details are now also fully intergrated and the status labels for all panels have been redone in higher resolution. As the A318-A321 project is now more modular and features may still be added in future, the indicator light labels are now completely existing. So any single one which was maybe missing in the old version is now included. On the small overhead fusepanel there is a large button collection in the upper right corner. I had no actual footage with knob status lights on there. If one of the "ON"s has a wrong color (they are sometimes white or blue), please report, i will change that then immediately!
  17. 39 points
    You suggest that we are delayed with everything? Well sir that is just factually incorrect. We have released 49 products in 2017 and the vast majority was released more or less on schedule. Of course there are products where things do not go smoothly, name me any company where that does not happen. What's different is that we write openly about it and other companies say that 'it will be released when it is ready'. We feel that is not nice to customers and try to be as honest and open as possible. But for some reason that seems to upset some people (not sure why those people would even come to this forum? To be upset?) and since we removed the up and down voting in this section the amount of rather silly troll posts have increased massively, so that will be activated again and everybody gathering 20 downvotes from other users (so not from moderators) will a time-out. There are many forums where these kinds of posts are welcome, even considered bon ton. Not here. The fact I did not have time to write something was because I was working with the testers and some of the developers from 08:00 till 20:00. On a Saturday. I decided that that was more important.
  18. 39 points
  19. 38 points
    Okay let me explain that's going on with this development. As said it's good news and bad news. The good news is that all features we want in the product are in, they are all completed. And it is all seriously good. The bad news is that debugging takes serious more time than we anticipated. There are no real reasons for that. There are no big issues, just a lot that all take some more time than expected. After the complete reset of the project in winter 2017 we had a late March 2018 release milestone. Clearly we missed that one. There are also some decisions that in hindsight were bad. Last week we decided to replace the transponder with the newer model that is now in all busses from the major airlines. We really want to model an up to date Airbus and not one from a airline that is in financial problems and thus misses out on the latests hardware/software. Although it has some new options we thought adding code to that would not take more than half a day. Turned out to be close to three full days. So from this moment on absolutely no new features are allowed in that require any code. Clearly a mistake from me as project manager. I should have resisted the urge to add new stuff. Another important factor is that some of the developers have been working way too hard. That's normal when you are close to release but you can only keep that pace for a limited time before people start to burn up. Already signs of that. As we are not immediately before release I'm going to force the devs to pace themselves. I see that with myself, doing the DC-8 release while handling the bus tests meant a shit lot of hours. With the DC-8 done (it's doing fantastic btw) I got some more time but I am taking some of that for some R&R for sure. So when's the release? I don't know, I can set a new milestone but as the bug fixing is such an unpredictable process it might shift again. So we decided just to slug ahead right now. One issue at a time. When all Show Stopper issues are solved we'll release.
  20. 38 points
    In the weekly meeting (a day late because I was lazy) we had some serious discussion on framerates (always on our minds), some standard stuff about progress (never fast enough) and we made a decision on how to handle MCDU 3. As you remember we now use the second MCDU for options and settings but we were never happy about that. In the new models the A320 and A330 series will have two completely independent MCDU's. In the A330 the third one will be the setting and options we now have in the A320 series. But for the A320 series the third (settings and options) 'MCDU' will be a 2d panel that can be called up as 2d panel using keys or a click zone. As this will look like a real MCDU in the A330 we decided to keep it looking like that in the A320 as well. 1. Activate keyboard input (to align with other addons the LSK's now are usable with F1...F12, see that we do listen to suggestions? ) 2. Opens the 'real' MCDU as a 2D panel 3. Opens the third 'settings and options' MCDU 2d panel. So this is how it will look in the A320 series.
  21. 38 points
    Time for a small friday update! Aft Cargo Bay is so far done. As i just recieved good photos for the bulkcargo section this gets a bit more attention at monday... The cargo door itself features also bump mapping, so with being in the sim later is will appear pretty plasticly. When stuff is alltogether done, i will post some images also with the night versions.
  22. 37 points
    As you say, anything between two weeks and two months (oh you did not say that?).... In the end it all depends on what we feel HAS to be in 1.00, We'll warn people who buy early that we still have 4 people working on the code. But good news is that we now have a long overdue updater in the works that will be used for the busses. Work in progress! For us this is a bit more complex than for other companies as we got to implement 200+ addons and not a handful like for example my buddies at PMDG. But next week all beta testers will be moved from updates via SVN to this system so we can test it in depth.
  23. 35 points
  24. 35 points
    As I told you last week I would not be posting a lot because I had to travel to our HQ in Germany for meetings. But this also gave me the opportunity to spend some time with the lead developer of the bus projects. We looked at the schedule (of course, and I will report on that later this week) but I also asked him what many of you have asked. Is there a list of things that are new and updated in these new versions…. And my reply has always been that there are thousands of changes, hard to make a list. That of course is not a very satisfactory reply so I asked him to explain how some systems have changed. Take for example fuel temperature (I have explained part of this before). It used to be a more or less fixed but now it is a complex formula where the temperature of the fuel slowly adapts to the external temperature following an S-curve (fast at first slower at the end). For that formula things like the capacity of the tank, the quantity of the fuel in the tank and even the location in the tank (some are far better shielded from external temperature). It’s stuff you will most likely never notice but it is there and for some professional customers it is important. After a long discussion we decided to load fuel at 7 degrees in winter and 15 degrees in summer. Take for example all valves, they used to be ‘digital’ as in open or closed, now they are analog and need a certain time to open. This does not only show on the ECAM (they are amber when they are being operated) but it also affects the flow of air or hydraulic. So pressure equalize in a realistic way. Take for example all pumps, they now provide pressure to their systems using a C-curve where the pressure rises very fast in the beginning, but very slowly at the end. When a system uses the pressure the flow now depends on the pressure (that was a hell of a calculation) and again the controlling valve will determine how fast the flow starts. This all results in far more ‘lively’ gauges actions have far more reactions. Take for example the APU. The N and EGT values are now 100% correct (as it the timing) and follow a S-curve that reflects the ignition and possible air flow from the moving of the aircraft (we draw the line at wind). So, it has a flat section around ignition. Of course, the outside air temperature plays a role, starting your APU at -20 degrees take longer than doing so at +30 degrees. And it now provides a limited amount of pressure making it near impossible to start both engines at the same time unless if optimal conditions. If you look closely at the EGT gauges you will see the red area change during startup as the maximum allowed temperature depends on the air flow. Cool down is also corrected and partly depending in external temperature. The old bug with the APU Start Button (it should be momentary switch) is of course also corrected. We also looked at all the lights and while there are a few still to perfect we now have all (I think 18) internal lights and illuminations completely working. All that have rheostats now are dimmable, all that have different settings now have different settings. External lights were already all working, when I am back in home office next week I’ll make a video showing all lights. We also quickly ran over all animations. For example, the reversers never were perfect, they should close in an almost complete linear way and like so many standard animations that starts and stops too slow. So it is now a non-standard animation that is correct. Nobody will ever notice but we felt it needed to be done. You might understand that having all these changes allows us a lot more things. We still have no plans to add non-standard stuff to the commercial version but for some professional customers we must do partial simulations. For example, to simulate a valve that is stuck at 5% open. Or a left and right reverser that do not open at the same rate. Again, not planned for a commercial release but if you look closely you will see the depth of all these new systems when you experiment with the buttons.
  25. 35 points
    General disclaimer, I am going to be talking about how we do a "descend via" arrival in the United States. This is an arrival with a sequence of waypoints often with airspeed and altitude restrictions. The complicated part of this is that they are not all just "Cross FIX at ALT", rather they are "Cross FIX between ALT1 and ALT2, at 290kts". So how do we do that in the CRJ? Well, it is a bit more complicated than a Boeing or Airbus product. The CRJ series technically doesn't have VNAV (I am lying, but I will qualify that in a second though). We have advisory VNAV which is a very basic descent profile that the FMS generates based on entered crossing restrictions. I want to explain a bit of how it does this. To illustrate, lets go look at an arrival. http://155.178.201.160/d-tpp/1708/00253VANZE.PDF This is the VANZE1 RNAV arrival into Memphis, TN. Imagine you are the FMS. You have a desired descent angle which is 3.0 degrees. This is of course editable in the VNAV page 3/3 of the FMS. 3.0 works fairly well though and unless there is a massive tailwind will allow you to descend at near idle thrust maintaining profiled speeds. The way that the FMS builds the descent path goes as follows. Start at the end of the arrival with the first hard altitude (which is to say a restriction that isn't "at or above/below/between). On the VANZE arrival, that is HEXIN. Now, the FMS will draw backwards up the arrival a path of 3.0 degrees. At each waypoint it logic checks to see if you meet whatever restriction is entered in the LEGS page (it is important to note, before you fly any arrival like this you must manually verify each altitude at each fix is correct by cross referencing the chart). Now, if it fails this logic check and the 3.0 degree angle doesn't meet the proceeding restriction, then it will adjust the angle such that it does. So the result is you may see any angle of 2.8 or 3.2 on the LEGS page between waypoints to signify you will need an adjusted descent rate for that section of the arrival. The physical manifestation of all this is the white snowflake which appears on the PFD where the glideslope appears for the ILS. Following the snowflake will keep you within all restrictions of the arrival. If you are still with me, good job. That isn't the hardest part though. We need to now mention a few things about our friend, the snowflake. 1. It doesn't build deceleration stages like the 737 or A320. All it is concerned about it altitudes. So if the arrival requires you to decelerate to, say, 210KTS, then you must plan that into your descent on your own. 2. It doesn't account for your TAS changing as you descend. Hence, while one VS may have been working at a higher altitude, you will need a lower one as the descent progresses. Remember, we are attaching a VS to an angle. We are still doing a 3.0 degree descent, but much like the VS of a CRJ on a 3.0 ILS will be greater than that of a C172 doing the same approach because of the speed difference, the higher true airspeed for a given indicated airspeed at altitude will require a greater VS. *aerodynamics side note (skip if you want): a swept wing high altitude jet like the CRJ makes a lot of drag at higher altitudes going fast (drag = speed^2), so the higher vertical speed required for a 3.0 degree descent out of FL340 actually compliments this aerodynamic principal quite well. In my experience, the CRJ can easily do 3000FPM out of the high flight levels without accelerating, but below 20,000 often times it is hard to descend at more than 2,000FPM. 3. You cannot couple the autopilot to our friend the snowflake. The snowflake is a function of an angle. No where can we select a 3.0 flight path angle on FCP. 10/10 engineering. Even worse, the CRJ doesn't share with you what VS its currently using to compute the snowflakes rate of descent. I have to imagine this number totally exists somewhere within the Rockwell Collins avionics, but they decided to not tell us. So this can lead to you just chasing it with the VS wheel in hopes you are ballparking it correctly. There is however, a better way. *side note number 2: there are a few CRJs flying that actually have a VNAV button on the FCP. Guess what it does. It couples the snowflake to the autopilot. They're lucky. None of my companies airplanes have this button though, and I don't think that the AS CRJ7/9 has it either. So as near as I can tell, it doesn't exist. If you've been reading this up till now, I need to issue an apology. Everything we just talked about it kind of irrelevant because we don't actually use the snowflake in day to day operations. At least, most of us don't. I would consider it secondary descent profile information. Enough theory then, how do we actually do this? Good old airmenship and the DIR INTC page. The DIR INTC page is extremely useful for a singular reason. It will tell you the VS required to cross FIX at ALT, based on what you put on the LEGS page. A simple example to start, shall we. http://155.178.201.160/d-tpp/1708/00264SKETR.PDF Let's say ATC instructs us to cross SHONN at 11,000ft. We will enter that restriction into the LEGS page (because this is an EXPECT altitude, it will not have loaded when we load the arrival). Now, execute the change and switch over to the DIR INTC page. You will see the SHONN, an arrow pointing down, and a vertical speed. 11,000 should be in small font right above the VS. That is the VS required to cross SHONN at 11,000 based on your current altitude. There will also be your current angle from present position directly to SHONN. To cross SHONN at 11,000, dial in 11,000 into the FCP, wait for the angle to read 3.0 (or less, I like to descend a 2.5 sometimes just to make the ride a bit smoother and give me more options with a bit of power in on the descent), and start descending at the VS shown on the SHONN line of the DIR INTC page. I should note, if you do what I do and start down at an angle <3.0, you will never see the snowflake because you have never intercepted the 3.0 degree path created by the FMS which the snowflake obviously represents. Same situation, same arrival, same crossing restriction at SHONN, but now ATC asks you to cross SHONN at 250kts. Now you must slow down and go down. This is not one of the strong suits of the CRJ. In level flight, the thing will decelerate quite rapidly. It won't while descending though and in all honesty, the flight spoilers aren't too stellar slowing the bird down. Remember how I said that the snowflake doesn't build in deceleration legs, thats on you, the pilot! The only difference in our descent planning we will need to make is that we are going to need a level segment in order to decelerate. As we approach a 3.0 degree descent towards SHONN using the DIR INTC page, start down a bit early. Maybe at 2.8, however, add approximately 100 or 200FPM to the required rate of descent. This will ensure that we get to 11,000 a bit before SHONN and have enough time to decelerate to 250kts. The reason I wanted us to go through that example is so that we can now go to a more complicated one. Lets go back to the VANZE arrival into MEM that I linked to earlier, back at the top of this increasingly long essay. Pretend we are cleared for this arrival and we are starting it at the TALLO transition, landing South (18L/C/R). The restrictions are all in the LEGS page and ATC clears us to descend via the arrival. Great. The first crossing restriction is FASON at or above FL240. That is pretty easy. The next one is CRAMM at or below FL230, and VANZE has the same restriction. So what should we do? The honest answer is make it up as you go. You need a mental picture of what the entire arrival looks like in terms of vertical profile, but in reality you can't keep track of every set of restrictions in your head. There are way too many! So just worry about the next four, or so. FASON FL240A dist 37 CRAMM FL230B dist 10 VANZE FL230B dist 9 MASHH 16000/14000 Hypothetically, we cross both CRAMM and VANZE at FL230, are we going to be able to go from VANZE to MASHH and descend to 16,000ft to make the top of the gate? Probably not. Here it what I would do. Go look at your DIR INTC page. Look at the VS required for each waypoint. I am not sure exactly which altitude it will show for MASHH on the DIR INTC page, but it'll either be 16 or 14,000. It will sometimes change based on the arrival and profile and that is wayyy beyond what we are talking about here today. We have done enough pseudo coding of the airplane's avionics today. We need to now pick a vertical speed that will hit all the restrictions. Ideally you want something less than the VS to cross FASON, and greater than the VS to cross CRAMM. This will ensure you can cross FASON above 240, and CRAMM below 230. More than likely, that VS required to cross MASHH at 16,000. So that is probably the one you want to use. Wait until you are 3.0 degrees from MASHH and start down at that VS, assuming that VS is less than the VS for FASON and greater than that for CRAMM. If it doesn't meet those requirements, then you'll need to adjust it until it does. Lets say we cross FASON above 240 successfully. We can now start thinking about the waypoint after MASHH. CRAMM FL230B dist 10 VANZE FL230B dist 9 MASHH 16000/14000 dist 22 (skip w/ turn at HLI, no crossing restriction there) LARUE 12000/10000 Run the same algorithm in your head. You need to select a VS that will comply with all of the above. Rinse, repeat, until you hit the bottom of the arrival. And make sure you are complying with speed restrictions too. If that example was a little hard to follow I understand. The summary to all this: if you are flying an arrival with multiple crossing restrictions to hit, use the DIR INTC and your brain to select a descent rate that will comply with as much restrictions as you can. Look forward and ensure to not box yourself in a corner where you have to do an impossible rate of descent to make a restriction. Constantly be monitoring and adjusting. The snowflake is a good piece of supplementary information and if you're doing the above procedure correctly, you'll end up following it all the way down usually. It is important to understand the limitation of the system, such as no accounting for speed restrictions. For this, there is no substitute for human interaction and mental processing during these procedures. There is no simple way either, rather just practicing and engaging your brain. This is a huge pain. The CRJ avionics suite was built in the early 90s, well before any of these complicated RNAV procedures. We are using 25 year old tools to solve a modern day problem. This is genuinely the hardest thing to do in the CRJ and will make you feel like you've done some mental gymnastics. And once you get good at it, its very satisfying. Jumping back into the NGX or Airbus after this will make life seem pathetically easy. If any of that needs clarification, I will be happy to help.
  26. 34 points
    Some shot of my latest testflight from EDDM to LSZH:
  27. 34 points
    Of course modeling has to advance the system coding so Stefan has today done the last bits on the A321 and now jumped back on the A330. The last bit he done was to update the new LH model (with some different windows, new livery and or course the sat wart).
  28. 34 points
  29. 34 points
    The blooper reel of Connected Flight Deck testing. Pitch and speed perfect on touch down, heading not so much. Heading okay, position whahhh.... The captain was perfectly aligned to the runway, the first officers system not so much (you do see the runway fully right!). But the last pictures we made I won't even share because they just show an aircraft on glide slope. Loads of issues to check but making great progress. I know some people do not like us to show progress without being able to give a solid release date and price but I honestly believe showing how our talented team of developers struggle to get things done adds value to the project. The images I show here are from a two hour session between Robert (Poland) and me (somewhere in France without fast internet). They show the issues we encountered, the problems. THAT is how FS aircraft add-ons are build. Coding and then a shit load of testing and debugging. And then you test and debug again. Repeat that many times.
  30. 34 points
    As promised I report on the weekly progress meeting of the team (most are now back from vacation). The updating of the A320 VC modeling is progressing very nicely. Stefan is shaving of a lot of polygons and using the latest insights in optimization so the resulting model is really more efficient (meaning faster) and smaller (better for the 32 bit sims) while looking better. It's amazing what progress we all made in three years. The systems are all inserted now and will go into the first test cycle this week. As explained almost all code has been replaced by better versions that more deeply simulates the systems and how they react to each other and the environment. We still do bother a lot with events that have either never happened or are only proven to happen ones in 20 million flight hours (like a dual engine failure) but the better system and interaction does allow you to experiment with the systems more than before. The MCDU has a few issues left but is getting there. It's the heart of the aircraft and a massive investment in time and effort has been done in that. It simulates a modern version with all the features pilots of the more affluent airlines expect. It's unrivalled in its completeness and depth. So all in all I'm pretty happy, it's still painful not to have the A320 out in 64 bits at this moment but as explained, it simply was a better decision. Of course all this work is actually relevant for the A330, we are now actually working with a single code base for all busses and it is only configuration files that determine for what aircraft it is (exactly as Airbus Industries does things).
  31. 34 points
    Welcome to the annoying world of CRJ, haha. If it makes you feel any better, there is RARELY a flight where we can just set the power in cruise and it stays locked on the speed we want. In reality, we do have to make small inputs and corrections over the duration of the flight to maintain a certain speed. Once you get up there, though, the power changes needed shouldn't be drastic, just minor corrections. We do not do RNP approaches at my airline but for RNAV you nailed it. We track the course in NAV and use V/S for the descent. In the real plane (not sure if it's modeled in the aerosoft or not), if the RNAV approach is loaded in the FMS, you will get a white "snowflake" on the right of your attitude indicator. This is essentially your "rnav glideslode", and you treat the exact same as you would an ILS glideslope. Also, we have the vertical guidance on the top right of our MFD that tells us the exact FPM to descend to stay on the calculated glideslope. So if the Vertical guidance says 800fpm, we dial in an 800fpm descent with the V/S knob. If it then switches to 900fpm, we dial in the V/S knob to 900fpm. This typically isn't a set it an forget it type thing. It's constantly changing about +-100 FPM to hold the glidepath. Also, if you don't want to use all the fancy stuff, you can go old school and use the Groundspeed/Descent rate chart on the approach plate. BONUS: There are many times where we will use the NAV and V/S method for an ILS as well (as opposed to just using APPR mode). Going into major airports like Chicago, ATC likes to keep the spacing as tight as possible to get as many planes in and out as they can. There have been many times where we've encountered the wake turbulence of a bigger jet in front of us. If we know they are putting us behind one of these planes on the approach, we'll typically want to stay one dot high on the glideslope so we avoid the wake. Since APPR mode can only track the glideslope dead on, we will use V/S mode and keep adjusting it to keep ourselves one dot above the glidepath. No clue. It's silly to me too, lol.
  32. 34 points
    I gave you exactly as much information as I intended. Asking for more won't get you anywhere. because we're currently discussing A320 series high altitude takeoffs in the CRJ forum. If you want to talk A330, please use the Pilatus PC-6 preview forum
  33. 33 points
    Oh yes... try flying these procedures... As I recently said in a presentation, when our customers see these issues they close the sim and start to write an angry post on the forum. A real pilot digs up a paper chart, disables the AP and starts to fly the aircraft. Probably enjoying himself and feeling smug.
  34. 33 points
    Some small addition i maybe have: In shorter moments i had time to add the floor detail to the FWD Cargo. Any detail should be in there, that exists also in real world: Ball rollers, Cylindrical drive rollers, Clamps.... Still needs to be done for the AftCargo, but many single assets can be overtaken, while the basic layout is different back there.
  35. 32 points
    First glimpses..... Experiments with a new level of detail by Jo Erlend Sund.
  36. 32 points
    No you are not, I started to believe in the flat earth recently because it's so much fun. You are just in a different section of the plate that is the earth. It's amazing to what length I go to take the attention from a delayed release isn't it? But here some news from our Tuesday Dev meeting. Overall we are very pleased with the progress right now, in the last few days we smashed a lot of 'show stopper' and 'critical' issues. and influx of new issues is down to two or three a day. That means we're seeing the release coming closer and not hovering just out reach as we did three weeks ago. Stefan is back on the A330 and he will be able to start showing some new images soon. Keep in mind the modeling/texturing/ animation of that one was not far from completion. The people who I asked to assist with the XML coding of the checklist are a super help. As I explained this is code we inherited and XML is truly horrible to debug and extend. Now we got 8 pairs of eyes looking at it things will progress fast and that's one less headache for me. They are also helping with the Step-By-Step flight tutorial (Frankfurt to Heathrow now). That's a document with hundreds of hours of work behind it, super important. It's the de facto manual. Hans Hartmann is helping with some stupid issues we were unable to solve. He keeps sending me stuff like this: if (fabs(Volume - volume < 0.001f) && !initial) and asking me if I can see the glaring fault. Of course I can't. I was able to do a Hello World in 1980 in BASIC but since then programming my DVR is the best I can manage. But clearly the placement of one ( caused the whole thing to go haywire. Solved now. So it is really all hands on deck. We called in all favors, my CEO will probably start screaming at me for the massive amount of overtime we are doing. But we will get there. I am far more optimistic than I was a few weeks ago. The fact the new XML helpers keep posting things like this" loving the VC colors and shades. Looks absolutely amazing." really helps. As you know we really worked hard to get the idea that the product should simulate the job or a captain even more to the front then before. We asked real bus drivers how they work, what they do, when they ask for coffee, where they store documents etc. We want the flight deck to look as realistic as possible in all stages of the flight. So when we learned that a crew almost never finds an Airbus 'Cold and Dark' because ground crew almost always wake up aircraft after a nights sleep we decided that that feature was not seriously important. It's still there, it still works but we do not work on it. That comes a shock to simmers who believe that a pilots starts every day with a cold and dark cockpit, but is is how pilots work. As real as it is in reality, not as real as simmers are led to believe. And for a crew who got up at 0400 for a departure at 0710 the list of the most important fluids for the flight does not start with fuel, it starts with coffee. The captain will ask for some coffee and the fuel report. In that order. So in our bus you will see a lot of coffee early in the morning. EXACTLY as a real crew would see. A crew of two people, that's why our Connected Flight Deck is still so incredibly important. Flying a modern airliner on your own is just weird. Crew Management is a serious part of the training of a pilot. he would not ecven dream about flying alone. You should neither. It's as unrealistic as can be. If you want a product that focuses on systems that have never (!!) been used in a real Airbus there are other products, we want you to experience flying an Airbus, not training in one. Because to be honest, you need team of two highly trained professionals for that. If you want to experience how hard it is to fly an airliner from a to b these days, get our bus, use Connected Flight Deck and use IVAO or VATSIM. We honestly believe you can't get closer. If you want to train how to ditch your bus in the ocean with one pilot unconscious and one engine on fire (never happened, but hey...) look elsewhere.
  37. 32 points
    Ahh well then we can only surprise you! The fun thing though is that I do not consider this project late. I would have liked to have released this project late last year, but that would have been without a complete lighting (17 different lights in the VC, 16 dimmable) that have been seriously requested by customers. That's 5 weeks of work there. We also inserted rain and other window effects because customer made it clear they considered it important. At least 3 weeks lost there (things did not start out smooth). Then we ran headlong into a major issue with a bug in the sim. It took us 10 days to understand what was happening and to confirm it was not our own fault. It also meant that we can't release until Lockheed releases the fixed version. In the meantime we had some issues like me forgetting about holidays and the fact people like to spend that with family and a professional project that will make us more than this project ever will. All in all I am very happy with progress. Seeing that we came from very old 32 bit XML code to a complete new platform that will serve us for many years professionally and commercially I am not at all stressed. Sorry that you are though but there is little I can do about that. There are other airbusses available and I am sure those companies will be happy with your business.
  38. 32 points
    Was doing test on animations etc and decided to share some of the views. I think it is also the first A319 that is shown. The interface of the new connected flight deck is also more or less complete. In the VC I had to check the observer seat animation and I think you never saw that one. A lot of people also requested to be able to see the wing from the VC. We never really liked that because it just eats up memory but in 64 bits that's less of an issue. Still think it is pretty useless as you really need to put your head in a strange location to see it, but it's now part of the VC model: To finish up, an image showing part the modeling that you normally would never seen.
  39. 32 points
    Just an image to show of the beauty of this model. Do see it as full resolution. As you see the AOC print option of METAR now fully functions. One more factoid from today. Remember that we were talking to Lockheed to have an issue with visitags and click zones sorted out? Well because I was busy I forgot to send them some files they needed to test with. They reminded me to send them. Seems a small thing but Microsoft would probably not even have replied when we had such an issue and Lockheed actually requests the files so they can compile the aircraft themselves and see where the issue is. It is such a pleasure to work with them. Absolute professionals.
  40. 32 points
    We always have a progress meeting with the whole dev team on Tuesday afternoon and from this moment on I will report on that to let you know what the status of the project(s) is. Of course not all but there is always something to tell. For example, Stefan now spend serious time using his latest insight and techniques on optimizing the modeling and textures. It may sound strange but even a master like Stefan still learns every day and it always tempting to reopen older projects to optimize them. What was used in the A330 VC is now also implemented in the A320 series and we can compare framerates between the new and the old. We gained at least 30%, at least. Keep in mind this is for the model only, not code so even though we believe the code is also optimized (but there is more). But we still believe the new models will be remarkably easier on frame rates. In all sims, not only P3d V4. At the end of this week we should have basically all the new code running. That means that both the A320 and A330 will be flying in 32 and 64 bits using all our new modules. It's a big step because it means we can start to show it to our internal test team ((almost all pilots and engineers). Then the looooong process of perfecting, tweaking, fixing etc starts. As the MCDU has gotten such a major rewrite we decided to start on extensive MCDU manual, a bit task but we feel it will be time well spend. As explained earlier, Connected Flight Deck is completely rewritten because we wanted to make it a lot easier to use. No more firewall issues etc. if you can receive real time weather in your sim, this will work. It will also allow an observer seat, so you can jump in the cockpit of other people flying, in fact we can handle many observers. A cool feature as you will see the cockpit exactly as the crew sees it. You can look around, zoom in and out. No need for Twitch or YT that only feed you a video stream, you will be IN the cockpit. This technology is fully written with API so it can be licensed to other dev teams. For sure out Twin Otter and the CRJ are scheduled to be using it later. We still believe flying on your own is very unrealistic, it is a main element of all our plans.
  41. 31 points
    As said this week is for meeting, from marketing, to shop system (we are implementing a new SAP back-end) to project meetings. And we made a release plan for the 3 bus releases and have some imaginary dates on that. Tomorrow the last meetings and a 1200km trip back home. But in the weekend I'll write it down in the forum. Don't expect dates on it but you will have a better idea. Overall I am very happy with progress never as fast as hoped and planned, but this is the base for man projects, both commercial as professional and I refuse to be rushed into things I am not comfortable with. Not by forum posts and no by my CEO,
  42. 31 points
    I just had a longer discussion with feedback about wx and wx radars with one of our testers. During our discussion he showed me this picture which I'd like to share with you together with his comment: "Isn't it really great that I don't have to open ASP4 anymore, or switch between a dozen MCDU pages, just to get my METAR? Previously I had to open the ASP4 window every time (I don't like their in sim menu) I needed wx info and now I can just print it out virtually and look at it on my window! I also like how clear it is shown there, not squeezed into small MCDU pages making it hard to read. This is a true step forward in our virtual aviation community!" He also sent me two pictures of the wx radar in action, reminding me of something I still find amazing since we first released our weather radar: The map mode. It's nothing new (for us, it's been in our radar since our 2014 release of the A320 Family!), but it's still amazing. Compare these two pictures. The first has ground clutter suppression turned ON in WX+T mode, I'm sure you all have seen images like these a hundret times. The second one however is taken in map mode. You can clearly see Gran Canaria island on it, including the cities at the eastern short of the island the the rising mountain behind them. Cities reflect the radar beams stronger than their surrounding terrain, thus you are able to actually see cities on the radar if you eithers use MAP mode or tilt it down manually and disable GCS.
  43. 31 points
    And another feature requested by many implemented, 2D gauges, still need to get the scaling of the PFD correct though... and for the record, I still don't like them
  44. 31 points
    Is this what you were asking for all these years (lol)?
  45. 31 points
    Small friday update: Basic shading is now done. Focus was oriented to complete the main panels. The other details are added later, so please not comply about missing visual features yet. Next week we re-introduce system funtionality to all VC elements and add higher resoluted displays. The pictures below show the textures as they appear in the sim (beside the missing details). Dirt is added as last and extra layer! The seat fabric is also being changed and shows currently the old state.
  46. 31 points
    Time for a small update: Was again a shorter week here in germany due a celebration day, but the Bulkcargo Compartment is now also done. Next days will be used on a new platform, but back pretty soon....
  47. 30 points
  48. 30 points
    A small update from what is going on behind the curtain. I often get the question of what is and what is not simulated in our Airbus. The fact we focus on day to day operation seems to distract a lot of you, thinking we would fake all the numbers and not provide any systems simulation. That's simply not true. Mathijs wrote some extensive post about what is going on behind the screens already and with this post I would also like to add a bit of background information. Two weeks ago we introduced the new electric system developed for the A330 into the A318 test aircraft. This was a major step forward in the development as it showed us whether our ideas behind the new systems developed over the past two years work or not. The good news: They work very well within the scope of the possible troubles that were to be expected. The "other" news: There were of course a few issues popping up, however nothing big that could delay the release. One of those "issues" however was that the blue hydraulic system did not work. Often people seem to think we would only animate the lights on the knobs, however let me show you this picture from a rejected takeoff test I did (and ignore myself not being exactly on the centerline ;))
  49. 30 points
    I have no idea how widespread this is, but as it was rather crude and depended on the user disabling his AV software it can't be used a lot. We do not use any DRM on our FS add-ons. No online activation, no online check at all. You can install as many times and on as many systems (as long as you own them) as you want. Piracy happened but we think trusting people is a first step to reducing piracy. Not installing illegal malware that collects your usernames and passwords. Everybody in this industry is hurt by this event. Trust comes on foot and leaves on horseback.
  50. 30 points
    Just got an email from a befriended busdriver (he flies for an American company). I liked his mail and asked him if I could share it. He gracefully allowed me. " Mathijs, long time no write. Wanted to let you know how impressed I am with your bus developments. In my opinion you are one of the few developing teams who is on the right track. Where other companies spend a lot of effort (in my opinion with moderate success, but their customers will never notice) on simulating systems that an average pilot will never forced to use, you focus on letting your customers fly the A320 as I do. Every pilot prints out the weather and make sure it is stuck somewhere where he can quickly look at it. Every pilot puts all the paperwork between the throttle when he is preparing for the flight. Every pilot gets a coffee when he gets to cruise altitude. And above all, every pilot sits in the front office with a person next to him. Pretending that any simulation is serious and 'study capable' if you remove half the crew is simply not correct. If you want to practise a single engine landing with your co-pilot unconscious I would suggest other aircraft add-ons. FSL is simple better at that. But they are simulating something that in the history of aviation (as far as I know) has never happened. I do not know of any system emergency that was not handled by the full crew. Crew management is way way way more important than a correct MCDU page that probably has never been shown in flight. I'm a A320 pilot, got close to 3000 hours as the master on board. And I think that your prints of the weather (if you get the formatting right) are just a small example of how simulation should develop. It should not try to simulate the simulators we use to train for emergencies. Other than the PMDG 777 (a absolute masterpiece that I know is used by real pilot to practise) there is not a single one that gets even basic non standard stuff right. Fail an engine on any serious add-on and you can start to make long lists of things that are simply not as in the real aircraft. But as YT videos of those conditions are rare and never very clear many flight sim fans believe that what is shown to them is as in the real aircraft. Lucky simmers have been in the cockpit during a landing before 9/11 and might have some reference, most depend on YT as their main source. Go figure. You know what is the main thing we do before go below 100? Clean up the cockpit. Get the trash in the trash bag, make sure the remainders of the food is taken out, stow the photo camera (as you know I am a photo freak), make sure our tie is at least around our necks. THAT is what a pilot does at FL1000. You are so right to go the way you are going. Attached a photo of the weather print. "