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  1. 3 points
    Already under investigation. And with next update the Airbus can fly backwards!
  2. 2 points
    Das ist NICHT richtig, trotz Brexit liegt GB geografisch in Europa und wird von der X-Europe 2 vollständig abgedeckt. Der Unterschied der zwei Kacheln von London ist, dass diese aufgrund der Datendichte nur mit OSM-Daten erzeugt wurden, der Rest außerhalb dagegen mit "smart exclusions". Vielleicht kommt das nicht so im Manual rüber. (?) P.S. Bin seit heute morgen wieder zurück und werde nach und nach alles aufarbeiten. Und im November sollte auch die Arbeit an der neuen Version starten.
  3. 2 points
    Hallo Astor Grand. ich möchte jetzt nicht "Oberlehrerhaft" rüberkommen, aber du bist seit Dez.2007 hier gemeldet und hast 476 Posts im Forum. Ich bin noch relativ jung hier im Sim-Geschäft und hätte bevor ich hier diese Frage gestellt hätte zuerst im Forum "gestöbert"! Es hätte vermutlich maximal 10 Minuten gedauert und ich wäre bei XP11 Hinweise-Tipps-Tutorials auf den Beitrag von Heinz Fichtbeil gestoßen: Custom Scenery Ordner und Scenery packs ini Dateien! Hier findest du mit Sicherheit die Antwort auf deine Frage! Gruß Hermann
  4. 2 points
    Just use the updater to get this update. Please note that this overwrites the aircraft.cfg so you need to safe your liveries. This fixes the throttle issues with the A319 and A321 IAE that were introduced with 1.2.1.1 last Friday. This update replaces 1.2.1.1 completely. HISTORY 1.2.0.0 online release Please note the 1.2 version number is used to align with the A318/A319. 1.2.0.1 Experimental Fixed webconnect not working for users who did not have the A318/A319 installed Inserted the lower volume sound for wind and wipers as was used for the A318/A319 Corrected parking codes in aircraft.cfg Corrected thumbnails used in livery manager Changed descend behavior to use a bit steeper angle to maintain momentum Changed climb behavior for A321 IAE Corrected Eazyjet serial placard Updated METAR decoding for AOC menu's, still some work open Fixed EGT indication for CFM engine BA now Speedbird for ATC Cargo door speed animation corrected Reduced pitch sensitivity that causesd issues for some configurations. Zoom and pan options made possible in all VC views. 1.2.0.2 Experimental -->> NOTE OVERWRITES AICRAFT>CFG, save you liveries! <<-- Fixed climb constraints indications and autopilot respecting them Cockpit printer: Zulu date/time now used instead of sim current time Adding contrails that were missing from some types Changes in sim METAR decoding Tweaks to drag factor Fix for web connect, Do note there are now TWO web connect apllication: A3XXConnectPro_A320A321 and A3XXConnectPro_A318A319 Both are installed in this update! 1.2.1.0 Fixes in GA PERF page Added code to avoid CTD Fix for dissapearing climb constraints after passing waypoints Added fields to LoadSheet for FMGS Misc fixes in AIDS PRINT Cockpit printer: added the loadsheet printout, being activated after the pax boarding complete Changes in MCDU text colors New A320 CFM Sharklet model with SATDOME and Eurowings livery added 1.2.1.1 Checklist changes: Flaps issue in combination with landings at high altitude fixed Overlapping Seatbelt- and NO-PED-Calls after passing 10.000 feet: Solved Cabin Signs during Descent: Now possible to switch both on before passing 10.000 (no more "clicking") CabinCrew: Serving sandwiches and drinks for flightcrew" sound file removed Settings MCDU weather options now correctly saved Cockpit printer, load sheet printing added Exits height changed to make default gates better fitting T.O INHIBIT" late trigger fixed CLB PERF adapted for A320 IAE Distance to TO point F-PLN page fixed LBS/KG switching integrated into MCDU3 (menu OPTIONS/AIRCRAFT/WEIGHT UNIT) Wrong base fix (not the closest one) for PD points was selected sometimes, fixed Two or more HOLDs in the same flightplan, the IMM EXIT and distances are not correct for some of those HOLDs, fixed Fix in HOLD: times mismatch, fixed Misc fixes in distance to TO point (F-PLN page) Active COM1 frequency was by default set to 128.290 in "Take-Off" and in "Turn Around" state. Now set to 128.300 to match the values from the other states... CREW SUPPLY Pb now off in "COLD & DARK" state Spoiler lever no longer in "ARM" position when loading "Turn Around" state CTD caused by printer avoided Fuel stuck at 2880 fixed Several issues with ALT flightplan solved Appearance of Landing Memo enhanced: Problems in mountainous areas and on glide slopes with a degree of more than 3° corrected APU fuel consumption corrected for different situation 1.2.1.2 For IAE A319 and IAE A321 only: Forward throttle input from IDLE led to decreasing(!) EPR command. From CL on it worked correct.
  5. 2 points
    if you never installed FSX (not STEAM) try to install heathrow with the FSX (not STEAM) option (sounds weird but the STEAM people did some weird things between SE only ond SE beside FSX install)
  6. 1 point
    Hello! I wanted to give more information regarding the issue with weird N1 values with throttle input. Link to old post: Old post What I've found so far is that this only happens when both engines are running. If I only have one engine running there is no issues at all with throttle input and correspodning N1 values. I don't know if this helps the devs or if it's another dead end. Best regards, Kristoffer
  7. 1 point
    You know we love airports out of the way at Aerosoft and here is one Kiruna. All objects optimized for new shadow technology City objects like important buildings and also the LKAB mining area. Main airport ESNQ with all buildings modeled in high detail. The small airport ESUK Kalixfors (former military field) also included. Snow and ice on apron and all buildings. Ice Lakes in the winter in the close area of Kiruna and the lake of Torneträsk including some buildings. Light Bulbs placed over the main roads and city streets (could be used as option) (BGLs) compiled with P3D V4.3 SDK, using the new material settings. Dynamic lights Detailed apron and rwy textures using the option of bump and detail map Still some way off but it's looking very promising!
  8. 1 point
    Hello, I'm the first time in aerosoft forum. Hope, that I doing no mistake. I downloaded update Version 1.2.1.2 A319 professional in the morning. Problem: there is too much idle power with a319 type CFM. Release parking break and the Aircraft is up to 5 kts instantly. Reaching 20-25 kts within a few seconds. Levers in idle mode all the time! Same behaviour after landing, rolling to gate. Thanks for your help.
  9. 1 point
    in fact it was afternoon ;-) in general - if you have a "clean" FSX-SE installation (never side by side with FSX) you always should use the FSX installer option as the STAEM people in this case use the "default" FSX config files and paths - in a "side by side installation other file-names and paths are used.
  10. 1 point
    These functions were not enabled on the DC-8 as explained in the manual. Pilots would typically keep a finger on the V/S wheel throughout the climb. There is already a fix for this in the version you have and I'm not sure I can make it any better without abandoning the default autopilot and writing a custom one. If it's a problem you can dial down the turbulence in whatever weather program you use, or use the pitch damping mode of the autopilot which was intended for precisely that purpose. This is already done and will be included in the update. You will bring up the popup with either a key command or by clicking on the mech button on the overhead.
  11. 1 point
    Another suggestion for liveries (I am successful with it): 1 - install all liveries you want as you have always done 2 - from Livery Manager save the add-on liveries, it create a perfect zip file for future use.
  12. 1 point
    New New New VFR DE +53+012-013-014 Mecklenburg-Vorpommern https://forums.x-plane.org/index.php?/files/file/47736-mecklenburg-vorpommern-vfr/ VFR DE +47+007/+47+007 Schwarzwald West VFR DE +47+008/+48+008 Schwarzwald Ost VFR DE +47+009 Konstanz VFR DE/A +47+010 Nordalpen Part 2 Füssen VFR DE/A +47+010 Nordalpen Part 3 Zell am See VFR DE/A +47+011 Nordalpen Part 3 Innsbruck VFR DE +48+009 Stuttgart VFR DE +47+009 Konstanz VFR DE +48+009 Stuttgart VFR DE +48+010 Augsburg VFR DE +48+011 München VFR DE +48+012 +013 Landshut / Passau VFR DE +49+006 Trier VFR DE +49+007 Kaiserslautern VFR DE +49+008 Mannheim VFR DE +49+009 Würzburg VFR DE +49+010 Ansbach VFR DE +49+011 Erlangen VFR DE +49+012 Regensburg VFR DE +50+006 Rheinland Part 1 Köln VFR DE +50+007 Rheinland Part 2 Koblenz VFR DE +50+008 Frankfurt VFR DE +50+009 Fulda VFR DE +50+010 Gotha VFR DE +50+011 Jena VFR DE +50+012 Chemnitz VFR DE +51+006 Ruhrgebiet-West VFR DE +51+007 Ruhrgebiet-Ost VFR DE +51+008 OWL-Sauerland VFR DE +51+009 Kassel VFR DE +51+010 Nordhausen VFR DE +51+011 Halle VFR DE +51+012 Leipzig VFR DE +52+007 Emsland VFR DE +52+008 Bielefeld VFR DE +52+009 Hannover VFR DE +52+010 Braunschweig VFR DE +52+011 Magdeburg VFR DE +52+012 Brandenburg VFR DE +52+013 Berlin VFR DE +53+008 Bremen VFR DE +53+009 Hamburg VFR DE +53+010 Lübeck VFR DE +53+011 Schwerin VFR DE +53+012-013-014 Mecklenburg-Vorpommern https://forums.x-plane.org/index.php?/files/file/47736-mecklenburg-vorpommern-vfr/ VFR DE +53+006-007 +54+007-009 Nordseeküste VFR DE Brandungswellen Nordseeküste VFR DE +54+010-013 Ostseeküste VFR DE Brandungswellen Ostseeküste Viel Spaß beim erkunden der wunderschönen Städte und Landschaft von Deutschland wünscht euch, Günther Kremp
  13. 1 point
    Update 1.2.1.2 is now available via the updater. This fixes the throttle issue.
  14. 1 point
    At the moment there is no newer version available. The version 1.2.1.1 was revoked at the weekend because of a problem that surfaced. What exact P3Dv4 version are you using? v4.0, v4.1, v4.2 or v4.3? Also, if you get a reply in your own topic it wouldn't hurt to answer there as well, instead of following up your problem in someone else's topic.
  15. 1 point
    Well, what you might do: The aircraft.cfg consists of a lot of segments, all starting with these brackets [ ], like [FLTSIM.0] for the liveries. Camera definitions are available for internal and external and start after the commentline: // ------------ Internal Camera Defintitions ------------------- and // ------------ External Camera Defintitions ------------------- I do not know how Simple Cam works, but when you use a tool that can compare files like winmerge you can easily find out what has been where changed. In the past I did the same and always saved a copy of the changed segment(s) as txt file for later use/update and built kind of a library this way.
  16. 1 point
    We are planning to release a document regarding the EFB draw map and and share it with the scenery developers so that If they wish can makes their airports more compatable with the airport map for the 748. Chris Makris PMDG Tech support
  17. 1 point
    Time for a small friday update: Works on the A330 continue and I am currently doing addtional liveries. The first one is the first A330 with the new Lufthansa paint, D-AIKO. Note that the works are still underway at this paint: Work is just done on the EMER DOOR3, which is much more narrow than on DragonAir aircrafts. So there we got the first option already. Additionally with that another window layout comes, which is also added next week. The most prominent change will be addition the FLYNET fairing at the aft section of the aircraft. Collecting data was needed, to be able to model that first. They differ from the ones used with A320 aircraft, so its sadly not only "copy and paste"-job here. Images are taken out of the 3dsoftware. The looks in the sim will be better with all the lighting, reflections and shadows there...
  18. 1 point
    Hi Paulo, Indeed I was flight crew of this beauty from 1984 to 1987, in the rolling position between First Officer and the back systems position; never were in the "sacred left seat" LOL. I certainly did some tries in the DC-8, affectionately called "the eight" in P3D v4 but due to some personal problems I do not have enough time to try it in depth. My first impresions are that it taxies out with the corresponding weight, ie not equal to the 737 ng; another one is the takeoff roll distance seems to be correct according to the variables involved in the TO, like ac weight, airport elevation, outside temperature, altimetric density, engines thrust, etc. Once in the air, the trimming seems to be rather fast as far as I remember!! I was removed from this aircraft to fly the DC-10 in 1987!!! many years ago!! The handling in clean configuration is awesome!! It turns in the right way since the wing creates a lot of inertia during turns due to the weight of the engines and the wing itself, fuel included. In landing configuration, I recall that this aircraft generated a lot of lift so we considered it to have a good glide characteristics, tough to get in the rubber on the ground, lol, especially when landing light weight!! Well Paulo, I hope to have my time already done to dedicate much more time to fly'er, and if I'm elegibe to get "Aeronaves De Mexico" repaint, well a lot more happy the man!! Please do not hesitate to ask about'er, one problem is that unfortunately I do not keep any manual anymore, in fact I donated them to a younger pilot doing his firsts in the eight many years ago. A sus ordenes Sr. Soares, su amigo Arturo.
  19. 1 point
    These are the steps that i follow to update my INSs systems: 1: i Set the knob in the WAYPOINT position 2: i set the Waypoint little wheel in 1 position 3: i press simultaneously 7 and 9 keys (clicking first on 7 with right mouse button and than 9 ever with right mouse button) <-- At this point the Display shows 0es in latitude and longitude 4: i instert latitude pressing before the north (2) or south (8) buttons, according to my latitude, and insert. 5: i insert the longitude pressing before the west (4) or east (6) buttons, according to my longitude, and insert. 6: inserted latitude and longitude, i press simultaneously keys 3 and 9 <-- Again, 0es appears in the Display --> 7: I press 2 or 8 button, both are useful for the same thing, and than i insert the altitude of the VOR rounding to 5 (if the VOR is 1200fts high, i simply press 1 to indicate 1000fts, if is 1700fts high, i press 2 to indicate 2000fts, if is 12500 high, i press 12 to indicate 12000fts), and i press insert. 8:I press 4 or 6 button, both useful again for the same thing, and i insert the frequency of the VOR (if it's 113.00, i press 1, 1, 3, 0, 0), then insert <-------------------> At this point all informations are inserted in the INS to update<----------------> 9: i Turn the Knob to the DISTANCE position 10: I Set the VOR frequency in the NAV radio corrisponding the INS that i'm updating (if INS1, i set the frequency in NAV1, if INS2, i set in NAV2), assuring the radio capture the frequency and shoes in the DME indicator the distance from/to the VOR. 11: i check if the distances in the DME indicator and in the INS are similar (for example, 44nm in the DME indicator and 46 in the INS, they're near each others) 12: I turn the knob again in the WAYPOINT position, than i press WAYPOINT CHANGE key in the middle of the INS, and than i press 1 (that is the waypoint corrisponding the DME station i inserted, concerning the waypoint wheel at step 2) 13: i turn the Knob in DSRTK/STS position, and than i press the 4 Key <-------------At this point on the right display appears 000004--------------> 14: Finally i press insert button Now my INS is starting to update, and i will see the progress in the decimal decreasing gradually to 1 Hope i wrote all correctly and i've been exhaustive, good luck!
  20. 1 point
    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.
  21. 1 point
    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.
  22. 0 points
    Please, Please, Please make a Aerosoft A380 product. WHen this product is made please have it resemble something like the aerosoft airbus a320 family in terms of realism. I need and must add a 4 engined heavy to my collection so please consider doing this. Sincerely Aerosoft's #1 fan, Bryce
  23. -1 points
    Because we believe this topic has been answered we have closed it. If you have any more questions feel free to open a new topic.
  24. -1 points
    So an incredible amount of time does not even allow for 2 minutes of typing and posting? If they have time to eat and sleep on their own, it does not matter how fantastic that something is, their are thousands of flight simmers here depending on them. PFPX is a very important piece of software for so many. All I ask is for a crumb to be tossed to the floor for us. If it were not for TOPCAT and the way that situation was handled (aside from being able to get a new license - it fell of the edge of the planet on Sept 3 2016), I would take this current episode as its being portrayed (they have "things" to deal with), as a special case. But the TOPCAT episode has returned in PFPX the way I see it....its like a bad habit. If they are part time scientists that go to Antarctica for months then tell us....but we would likely already know this. If they are doctors working on a cure for Ebola.....there would have never been time or the desire to develop TOPCAT or PFPX. They must be secret agents suddenly put on a case to save the world....why then create PFPX to leave us hanging with no backup team or plan? There is NO excuse for the lack of communication (a simple crumb) here.
  25. -1 points
    Danke für die Anmerkung, werde ich mir mal anschauen, wenn ich Deutschland komplett mit Ortho4XP fertig habe.
  26. -1 points


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