Emanuel Hagen

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Emanuel Hagen last won the day on May 2

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About Emanuel Hagen

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    Callsign: Emi
  • Birthday 01/19/1995

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  1. Emanuel Hagen

    AN-2 SP1 preview

    A reliable exact date is not known at this time, sorry. What we can reliably promise you is that we will release it in the very second we have everything working as we want it to work! We will not hold it back a second longer than necessary!
  2. I can answer it for you. Engine start times are simulated accurately and reproduced using several videos of startups our testpilots took for us (so videos where we know the exact conditions, like elevation, temprature, maintenance status, etc. Not like those YouTube videos I am sure somebody will bring up to proof ours is wrong of which we don't even know the ambient conditions). The 30 seconds dry motoring of the IAE engine is of course also simulated and thus extends the IAE engine start time significantly compared to the CFM.
  3. I'm sure be talked about a manual engine start, not manual APU start. There is none as far as I am aware.
  4. Emanuel Hagen

    Köln/Bonn airport preview

    Yes, Jo is a very efficient developer and does not just deliver excellent looking and performing addons, but he also complets them pretty fast for the level of detail he delivers! This is an interesting comment which I actually thought about for a few minutes. First things firsts: Of course the screenshots are from our scenery, this is not an ORBX preview forums BUT: It shows us how incredibly good the scenery that is available nowadays has become. For somebody who does not know the area and did not do frequent real life flying there it actualy becomes quite hard to make a difference between the what-could-be scenery ORBX mostly releasd (except for their most recent Netherlands release) and what it actually looks like. Looking at it from high altitude the ORBX scenery (and of course also some other developers sceneries!) indeed looks as close as it can get without going completly photoreal. Personally I always felt that when going close up like in a takeoff or approach photoreal is the best solution then however. And judging from Jo's screenshots above and his past projects he will deliver an excellent close up area!
  5. Well said! Now take the avid simmer and put him in any kind of aircraft in the simulator which does not have an FMC or GPS to aid him and let him fly a manual NDB approach (we can make it easy and put the NDB at the runway THR and not somewhere in between on the approach path. Let's not make it overly complicated ;)) down to the minimums and all of that with an engine out, followed by a single engine go around. This is what everyone has to do for his ME/IR. You don't even need to do this in an airliner, take out the default Baron and just do it. Once you are able to do this let's go on with conventional holdings, procedure turns, circling approaches, high speed NPAs (ever flew your twin engine GA down on an NDB with 160kt until 4NM in IMC? Try it! No AP of course!). There are some NPA events on VATSIM every now and then. You can easily differ between three kinds of pilots there: Those 50% who cheat by useing the FMC to fly the approach in LNAV/VNAV (those are the guys who will be exactly on the centerline, always on profile) and those 40% trying to actually fly the approach conventional, come in unstable and end up in a go around (okay, most won't even go around, but simply force the landing) and those 10% where you can see that they are not exactly on the centerline or profile, but who get down nicely and steadily. Those 10% are the guys who actually do it like a real pilot has to be able to do it at the end of his CPL ME/IR training. The type rating does indeed not take that much time, compared to the whole training, but it builds up on the skills you previously aquired and have to keep current. Some will now say that in the airliners you would always go LNAV/VNAV only anyway. Believe me one thing: Apart from actually training how to do LNAV/VNAV in tbe beginning of the type rating there will lateron not be a single day anymore where you do not fly a conventional NPA. You have an engine fire and probably also a sick passenger on board? Oh what a pity, the ILS is unfortunately out of service today, we can offer you an NDB DME approach. Visibility is 2000m and clouds overcast 700ft. In "real" operation the policies differ per airline. some will encourage you to fly hands on as much as possible, some will restrict you from even thinking to turn off the AP or FD. However in any of them: When the sh*t actually happens you have to be able to do it all yourself, without the automation.
  6. No worries, nobody took your post as an offense. Mathijs only pointed out why we do not simulate these seemingly "easy" things as a lot of simmers are actually not aware of all the things going on in the background. To many it seems easy: Flick a switch and then the gear extension will work again. Mathijs only pointed out that it's not that easy. Aerosoft basically is a publisher, we only do little of the products we sell in house. The CRJ for instance was initially a Digital Aviation project and Hans, the main developer (or rather the only developer for the last 6 or something years... I stopped counting after 6), choose which path to go with it. Same for other addons we sell like PMDGs products, etc. With such external projects the developers decide on which way to focus on. Just because our Airbus follows the SOP strategy that does not mean that all Aerosoft products will though. Look at the Twin Otter Extended for example which features a very detailled engine simulation, including failures, icing, etc.
  7. Emanuel Hagen

    Some simulation questions

    The issue here is always where to start and where to stop. If you start adding the alarms in correct initial indications, like fire warning lights, etc. then people will expect the rest of the system to work, too. Somebody will then always ask why the next step isn't simulated if the first one already is, etc. Finding a good average is what counts here. Once you start on it the point where to stop is always very hard and at least some customers will be upset either way, regardless of what you do.
  8. Emanuel Hagen

    So how good a pilot are you?

    Indeed it must have changed then. 7 years in the world of burocracy could mean they either reinvented the whole wheel or did just nothing. But indeed a lot changed in the last few years in our legislation.
  9. Emanuel Hagen

    So how good a pilot are you?

    They might become a bit uncomfortable, but they'll thank you if they can catch a bus earlier if you can make it.
  10. Emanuel Hagen

    So how good a pilot are you?

    Don't forget the wind and TAS effect!
  11. Emanuel Hagen

    So how good a pilot are you?

    Not sure about other countries, but Europe also allows to lift this restriction at daylight. Whether you want to accept it (or whether your company even allows your to accept it) is another question. Assume "normal" speed. Might sound strange, but believe me: Line Training Captains will ask you exactly this kind of questions, without telling you a speed either.
  12. Emanuel Hagen

    So how good a pilot are you?

    4000 is the MEA - Minimum Enroute Altitude. It's not a constraint, but the minimum altittude you need to fly on this procedure. You can be higher as you desire.
  13. If I remember correctly some of the 'fun' stuff I did some years ago then you could cheat on this by turning on the APU and the PTU. But then again, this is about as unrealistic as it gets, so please, no bugreports on this And I'm not quite sure if this still works since a lot of these systems have been redeveloped.
  14. Emanuel Hagen

    Missing files

    HI, you are looking at the wrong location. As you own the Steam version we had to follow steams installation directories with the Airbus. You will find the aircrafts files with the FSX folder/DLC/DLC500201 From there on it follows the normal naming convention again. As long as the airplane is visible in the simulator itself you should find all files over there.