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  1. I think you need to understand, no developer gives a date unless they are 100% sure, it's nothing to do with being "taken as a fool", Mathijs could say, we'll release on the 28th Feb but what if there's a critical bug found in BETA tomorrow? In flight sim people seem to take dates as gospel, people even got mad in December 2020 when the CRJ didn't release, even though it was never said it was releasing in Dec 2020. We have been given a date range of Q1 2022, that's still a crap ton better than most other devs give
    7 points
  2. @Crabby You might want to find yourself an FMS guide to learn how the VNAV works for the CRJ before you say more silly things. You know, read the manual and all that. The VNAV will apply vertical path smoothing and respect restrictions in between. If the required angle of descent is less than one degree it will even plan a level segment. @Ircghost Honestly, I think it is more likely that the VNAV in the CRJ does not work as it should. Maintaining the speeds you mentioned should not have caused any issues with VNAV.
    2 points
  3. If you can't respond in a normal way without always attacking / being rude towards the user who is asking a question, please don't bother to respond to me anymore. What I meant with well documented problem is not that it is a bug, it's indeed intended plane behaviour, I have just never in all the planes I have flown found such a plane that really wants to stall on the pilot that badly due to big speed changes i.e. due to weather changes and what not. But that is not what I was asking about anyway. @CRJay Thanks for your response. I will try the flight again soon just to verify it wasn't a problem between monitor and chair ;), but i'm 100% positive I saw the Alt constraints in the FMC correctly and I hit VNAV so i'm curious if I did something else wrong or that I missed something. Do I read it correctly that you are suggesting to keep the speed slower? Or do you have other tips I might follow-up on?
    2 points
  4. Coupled VNAV mode is responsible for following the snowflake. The autopilot should fly the required vertical speed, and “working the throttle” has nothing to do with the rate of descent in this mode (it’s thrust on a jet by the way). All you have to do is keep the speed high enough to not stall and coupled VNAV should keep you on the snowflake. If @Ircghost is maintaining the speeds programmed in the VNAV pages, there is no reason the coupled VNAV should dive below the restrictions. Normally VNAV will take whatever descent angle is set in the VNAV pages and calculate a path from the last altitude restriction in your flight plan, back along your track to your cruise level. In this case that would be 6000ft at DAHJR. Working back from there it seems most restrictions are on a bit less than 3.0 degree descent angle. If the path does not fit within other above/below restrictions along the way, it will adjust the actual flown track to meet those, unless it requires a descent angle that is less than 1 degree or steeper than allowed for the aircraft. It should not go below any restrictions at all.
    2 points
  5. Part 7 KSFO to KJFK Leg 1, 22 februari, KSFO to KTNX p3d ( 286 nm) T o prevent mr Fix to follow our guests, may he have found out how they disappeared, we now took the Connie. It is back from the island and wears its new registration and livery with pride. The first part of the trip was nice, but soon it became zero visibility. We were lucky it improved a lot at the end. Our guests, Carys and Anu, underwent kind of a culture shock after being shipped in luxurious aircraft and sleep in very luxurious hotels. They now sleep in a 70 years old plane in rather small beds. Betty and me are better off, they also upgraded some parts inside the fuselage. We now have our own small but luxurious living-room annex bedroom, compact bathroom with shower and upgraded the galley. In the rear they made a small bedroom with 4 beds, 2x2 above each other, a toilet and a sink. This for transport of pax. The rest of the cabin is cargo area but we can mount seats if needed. I am happy the smell of those camels is gone too. Carys and Anu did not complain, they liked it, they could sit in the cockpit during the flight. Carys was truly interested in how everything worked. And Betty enjoyed the possibility to have some girl talk with Anu. Anu turns out to be a very good cook and she and Betty made a delicious diner while Carys helped me checking the plane and make it ready for the night. I gave both of them instructions about what to do, and for most, what not to do on airports. The latter is based around hiding out of sight. We are now parked out of sight, I always ask some more private place because we sleep in the plane. But it is often also handy because of our work. Nobody needs to see our passengers or goods shipped. That does not look promising Indeed, it was a bad omen. But close to our destination things got better After the mountains a more dessert looking terrain Flapperdeflap, Full dressed landing configuration. (this is a Dutch word used by a clown in a tv program for kids in the 60’ s when I was a kid) No, this is not Betty but a KLM FA from a 737 that was landed here too. She asked if she could pose and me to make a photo for her, to put on tweetokfacetagram. Betty is wearing our official airline uniform. A tight light-blue jeans, cowboy-boots, a Canadian lumberjack shirt and a Stetson.
    2 points
  6. It is always difficult for a developer. If you do not communicate people will be frustrated by a lack of updates. if you communicate a time frame people will complain it is not specific enough and if you communicate a date people will be angry if you cannot meet the date... A lot of people also don't understand that the majority of developers also have other jobs. During the start of the whole COVID-19 pandemic people were at home and a lot of sceneries were produced at that time. No the pandemic is slowly coming to an end people are going out much more, spend time at the office, go out to friends and family and as a result less time for developing. This can also slow work down. Nevertheless, looking forward to Brussels when it comes and in the mean time I have a lot of other nice destinations to visit
    2 points
  7. Hallo, hier ein neuer Artikel über das X-Plane 12 Flugmodell (Flugphysik): https://developer.x-plane.com/2022/02/x-plane-12-flight-model-update-supersonic-transition-delta-wings-and-mass-properties/ Gruß heinz
    2 points
  8. Vielen Dank Heinz, für den Link zu diesem interessanten Artikel. Faszinierend, wie akribisch man bei LR an der Verbesserung des Flugmodells arbeitet. Das ist eine regelrechte Klein-Klein-Arbeit. Amüsant fand ich allerdings, mit welcher Begeisterung Austin in dem Artikel betont, dass XP12 eine flugunterrichtstaugliche F-4 haben wird. Wo doch das Phantom weltweit gerade mal noch von vier Ländern mit weniger als 140 Maschinen betrieben wird. Das soll aber keine Kritik an LR sein. Im Gegenteil, mit der selben Akribie arbeiten Austin und sein Team ja auch am Feintuning anderer Flugzeuge, wie man dem Artikel entnehmen kann. Und seine Euphorie ist Ausdruck seines kindlichen Enthusiasmus (eine positive Eigenschaft), mit dem er sein liebstes 'Hobby' betreibt und an dem wir partizipieren dürfen. Ich bin sehr gespannt, nicht nur auf das 'neue' Phantom, und freue mich auf XP12!
    2 points
  9. I can recommend this freeware tool: https://de.flightsim.to/file/15033/toolbar-pushback
    2 points
  10. Wenn ich nachts aus dem Fenster schaue sehe ich auch keinen Regen. Es sei denn da ist eine Laterne unter der was zu sehen ist. Welche Farbe sollte denn Wasser Nachts haben?
    1 point
  11. Do you really understand it though? You just posted it does not do any of the things it does. And why are you so hung up on auto thrust and full automatic VNAV? The only one bringing that up is you. We've already established the correct speeds were maintained yet you keep going on about thrust. All coupled VNAV does is basically a managed VS mode. You can fly it with thrust at idle, or 60% N1 and the only change will be your air and ground speed and thus the VS the AP will command. So, try to be helpful for once. Explain to us why the CRJ went below the altitude restrictions while maintaining normal speeds when it should be fully capable of flying a smooth VNAV descent using those speeds?
    1 point
  12. Most of your response is correct with a couple of corrections. After attempting to allow the CRJ to follow the "snowflake" on many a VNAV attempt while keeping the AS at about 290 kts, it is apparent that the VNAV implementation by AEROSOFT is POOR at best. I usually see a decent rate of 4K-5k ft per minute right after flying over a restraint waypoint and then it will pull up to something more reasonable. During this short time, it is impossible to keep the AS anywhere near 290 kts even with the speed brake fully deployed at idle. Even as an advisory VNAV, it does not work well. The Working Title CJ4 also does not have an auto-throttle but the VNAV is nearly spot-on in that implementation so an auto-throttle is not absolutely necessary. You will be happier to manually manage the decent rather than to try to let the CRJ do it.
    1 point
  13. Hi Mathijs, wondered if you'd gotten anywhere with this?
    1 point
  14. Flight to Nome, part 2 The flight to Alaska was quite boring. We flew over a completely covered cloud deck, so nothing of interest could be seen beneath us. But even without the clouds, we would see nothing else than the unforgiving freezing cold sea. We tried not to think about technical problems, which would cause us to ditch in there. We carried an inflatable dinghy on board, but the dive into the water would probably be fatal anyway. But no more negative thoughts, we were flying in the sunshine and in a heated pressure cabin, so what in heaven could go wrong? Fortunately it was only a short hop to Nome, only a mere 212 miles. The airport is situated at the coast so no mountains to be reckoned with. We were to land on runway 10, with an RNAV approach. Not what we would call a precision landing, so the precision in the landing had to came from us. The approach was a bit out of the ordinary. We had flown all of the distance due east, but when crossing the coastline, we had to fly sharp left to a heading of 280 degrees. Then to the waypoint SPYVY, while descending to 3700 feet. After reaching SPYVY, we had to turn a full 180 degrees to heading 099, which was right on our approach into runway 10. While descending, we soon dived into the clouds which reduced our sight to zero, so we flew only on our instruments. It also started to snow a bit, to raise our spirits. When we were on our final course of 099, we stepped down via 2600 and 2400 to 1000 feet. We were out of the clouds by then, but the sight in front of us was still bad. Suddenly, the runway lights faintly emerged from the foggy and white surroundings. With the runway in sight we concentrated on the landing, which was allright, but only slightly from the centerline because of the crosswind. The runway at Nome was almost clean of snow and the markings were very clear to see. we taxied to our parking spot under the gray, snowloaded clouds, put on the brakes and stopped the engines. After deboarding and covering the engines we were ready to leave for the hotel. At last! Back into civilization! In a few days, we will depart for an even bigger airport: Anchorage! That will be fun for sure. From there, we will follow the Alaskan, Canadian and American west coast all the way down to the mega airport of San Francisco. We hope to arrive there, according to our planning, on the first of March. Following are the photo's of our trip to Nome! If you like snow, you really should visit Providenya! It's a miracle that we were able to start our engines... After warming up, we slided over the icy taxiway to the almost invisible runway. It's impossible to find the centerline... Maybe a bit to the left? You cannot distinguish where the runway ends and the weather begins... Good luck! 100 knots! If we don't rotate now, we will end up in the Bering Sea But we have a positive rate of climb! Ice below, Ice to the right... Let's turn east. Maybe we should dodge that mountain too. Climbing slowly to FL190, while using all types of anti-ice heating measures Until finally, we reach the blue yonder and the sunshine. Really nice over here... But we need to descent and prepare for landing. Almost zero visibility, flying only on the instruments Under the clouds, it hardly gets any better. That thingy, in the upper right corner, is our FSX style autopilot! We must almost be there. Let's lower the gear and flaps and slow down a bit. No runway to be seen. Well, there is it! Can you spot the runway too? From here, it is easy. Almost. Lot of cross-wind though! Ok, not perfect, or on the centerline, but we will count it right! Nome is not a big airport, but we are glad to be down safely here. GPU will stay on to keep the batteries charged. We are off to the hotel. Bye! See you on our next flight! Regards, Captain Justin Time First Officer Fred Heemskerk Flight Engineer Henk Verdoorn Flight Attendant Marijke Terhorst
    1 point
  15. Hallo, ja es hat geklappt, er Madrid sieht jetzt so aus wie es soll. Ich danke euch beiden. Gruß Alexander
    1 point
  16. Ich denke mal die Alabeo Mooney, die Du auf Deinem Screenshot laden wolltest. Normalerweise fragen die Flugzeuge erst dann nach einer Seriennummer, wenn man sie auch lädt und in Deinem Fall ist das halt die Mooney, denke ich. Deine Registriernummer hast Du ja, einfach noch einmal eingeben, Registrierung aktualisieren und der Klops ist gegessen...
    1 point
  17. Das hatte ich ihm doch auch schon geschrieben. Aber wenn man selber nicht mehr versteht, was man tut, ist meistens jede Hilfe vergeblich.
    1 point
  18. Es sind doch nicht nur 39 Kirchen. Da kommen noch etliche andere Abfragen hinzu. Viel Kirchen haben nur building=yes oder stecken inmitten eines Multipolygons das den kompletten Kirchen Vorplatz mit einschließt.
    1 point
  19. Nachdem ich gestern spät am Abend die Nachrichten gehört hatte, entschied ich, dass es höchste Zeit ist, dieses Land zu verlassen. Darum sind Mimose und ich heute im Morgengrauen zu unserer 20. Etappe der Weltumrundung aufgebrochen. Das Wetter war zwar nicht so flugfreundlich mit Schneefall und böigem Wind, aber das war uns egal. Nur weg hier! After hearing the news late last night, I decided it was high time to leave this country. That's why Mimosa and I started today at dawn on our 20th leg of our circumnavigation of the world. The weather was not so flight friendly though with snowfall and gusty winds, but we didn't care. Just get out of here! Beinahe sinnbildlich für das Spektakel, das auf der Weltbühne der Mächtigen und Unzurechnungsfähigen abgeht, wurde auch meine Aerostar während des Starts heftig durchgeschüttelt. Da galt es die Luft anhalten, Augen zu und durch. Almost emblematic of the spectacle that goes on on the world stage of the powerful and certifiable insanes, my Aerostar was also shaken violently during take-off. The only thing that helped was holding your breath, closing your eyes and going through it. Augen wieder auf um eine Wolkenlücke zu finden und um einen letzten Blick auf die vergleichsweise friedfertigen Potentaten dieses Landes zu werfen. Eyes open again to find a gap in the clouds and take one last look at the comparatively peaceful potentates of this country. Über den Wolken erscheint alles so friedlich und die Wirren der Welt liegen darunter verborgen. Die Sonne sollte uns auf unserem Weg begleiten und uns wärmen. Vor uns lagen rund 560nm über dem Pazifik in Richtung der Beringsee unter den Wolken. Unser heutiges Ziel war die Eareckson Air Station auf Shemya Island in den Aleuten. Die Stimmung an Bord war verständlicherweise ziemlich gedämpft und nachdenklich. Auch Mimose war nicht zum Spassen zumute. Above the clouds, everything seems so peaceful and the turmoil of the world lies hidden below. The sun should accompany us on our way and warm us. Ahead of us lay some 560nm above the Pacific Ocean towards the Bering Sea under the clouds. Our destination today was the Eareckson Air Station on Shemya Island in the Aleutian Islands. The mood on board was understandably rather hushed and pensive. Mimosa was in no mood for fun either. Darum waren wir froh, als wir über Attu Island in den Sinkflug gehen und uns auf die Landung vorbereiten konnten. Das brachte uns auf andere Gedanken. That's why we were glad when we could start descending over Attu Island and prepare for landing. That took our minds off things. Auch auf Shemya Island wurden wir von kräftigen Seitenwinden unter den tiefhängenden Wolken empfangen. Aber dieses mal galt es, die Augen offen zu halten und durch. On Shemya Island we were also greeted by strong crosswinds under the low clouds. But this time it was a case of keeping my eyes open and going through it. Wieder mal waren alle meine Fähigkeiten auf nur einem Rad aufzusetzen gefragt. Und auch dieses mal ist alles gut gegangen. Hoffen wir, dass es anderswo ebenso gut gehen wird. Wobei ich dabei meine Zweifel habe, denn dort fehlt es mindestens einem der Akteure eindeutig an manchen Fähigkeiten. Once again all my skills to touch-down on just one wheel were in demand. And this time, too, everything went well. Let's hope that it will go just as well elsewhere. But I have my doubts, because at least one of the players there clearly lacks many skills. Nach einem gut viereinhalbstündigen und spritfressenden Flug bei starkem Gegenwind war es an der Zeit, mein Flugzeug aufzutanken und um ein Nachtlager zu bitten. After a fuel-guzzling flight of about four and a half hours with a strong headwind, was time to refuel my plane and ask for a night's shelter. Hier fühlen wir uns sicher und geborgen, auch wenn es nur ein Luftwaffenstützpunkt und kein Hotel ist. Denn von hier aus haben die Verantwortlichen ein wachsames Auge in Richtung Westen. We feel safe and secure here, even though it is only an air base and not a hotel. Because from here the people in charge keep a watchful eye towards the West.
    1 point
  20. Leg 25 KOTH-KSFO It will be a short flight down the Pacific coast of Oregon and California to San Francisco International. Getting Ready for Departure Leaving Coos Bay San Francisco Runway 28R - On Final Arrived!
    1 point
  21. Kamtschatka ist geradezu ein Eldorado für Vulkan Aficionados wie mich und wird auch das Land der Vulkane genannt. Und das mit Recht, denn hier gibt es 160 Vulkane, und davon sind rund 29 aktiv. Die Halbinsel hat die weltweit höchste Dichte an Vulkanen. Darum hatten wir uns entschieden, ein paar Tage hier zu bleiben und einige dieser Götter des Feuers zu besuchen. Dazu mussten wir erst auf besseres Wetter warten, denn wir wollten mit dem Heli auf Entdeckungsflug. Und am letzten Freitag war es dann soweit. Die wenigen Wolken sollten kein Hindernis darstellen und auch der Wind hatte sich gelegt. Aber zuerst ging's mit einer Ilyushin Il-76 nach Ust-Kamtschatsk, knapp 240nm nordöstlich von Yelizovo. Kamchatka is an Eldorado for volcano aficionados like me and also called the land of volcanoes. And rightly so, because there are 160 volcanoes here, and around 29 of them are active. The peninsula has the highest density of volcanoes in the world. So we decided to stay here for a few days and visit some of these gods of fire. We first had to wait for better weather, because we wanted to go on a discovery flight with the helicopter. And last Friday the time had come. The few clouds should not be an obstacle and the wind had calm down. But first we went to Ust-Kamchatsk, about 240nm northeast of Yelizovo, with an Ilyushin Il-76. Je nördlicher, desto kälter wurde es, und das nicht nur ausserhalb, sondern auch innerhalb des Mil Mi-8, den wir von hier aus für unseren Ausflug gebucht hatten, inklusive Piloten-Crew. Lolek und Bolek, zwei polnische Brüder, die offenbar noch nie was von Scheibenreiniger gehört haben. The further north, the colder it got, not only outside but also inside the Mil Mi-8, which we chartered from here for our trip, including the pilot crew. Lolek and Bolek, two Polish brothers who apparently have never heard of window cleaner. Heizungen sind bloss Luxus in russischen Helikoptern, unnötiges Gewicht und sowieso störungsanfällig. Also wozu dann überhaupt eine einbauen? Aber wir hatten uns warm angezogen und immerhin hatten wir eine Kabine um uns herum. Nicht so, wie ein anderer Pilot der Weltumrundung, der im Aerolite auf Spritztour im winterlichen Kanada geht 😉. Unser Flug ging Richtung Westen ins Kronotsky-Naturschutzgebiet. Heaters are just a luxury in Russian helicopters, unnecessary weight and prone to failure anyway. So why should one be installed at all? But we had dressed warmly and at least we had a cabin around us. Not like another round-the-world pilot who takes an Aerolite for a spin in wintry Canada 😉. Our flight went west to the Kronotsky Nature Reserve. Hier befindet sich der Kljutschewskaja Sopka, der zu den aktivsten und mit 4835 Metern zu den höchsten Vulkanen der Welt gehört. Er ist nachweislich seit 1697 ununterbrochen aktiv und ein Ausbruch findet durchschnittlich alle zwei Jahre statt. Der letzte war am 9. Dezember 2020. Zur Zeit befindet er sich in einer Ruhephase und so konnten wir an seinem Fuss und zwischen seinen drei Nachbarvulkanen landen. Here is the Kljutschewskaja Sopka located, which is one of the most active and with 4835 meters one of the highest volcanoes in the world. It is documented to have been continuously active since 1697 and an eruption occurring on average every two years. The last one took place on 9 December 2020. It is currently in a dormant phase and so we were able to land at its foot and between its three neighbouring volcanoes. Danach gings etwa 90nm nach Süden über Berge und Täler zu einem ganz besonderen Ort. Es gibt nicht nur in Kalifornien ein Tal des Todes, sondern auch auf Kamtschatka. Im Tal des Todes Russlands würde man zwar kaum verdursten oder an einem Hitzschlag sterben, dafür mit Sicherheit an einer Schwefelgas- oder Kohlendioxid-Vergiftung. Darum ist das Betreten des Tal des Todes in Kamtschatka für Touristen verboten, denn hier treten vor allem im Frühjahr und Sommer Unmengen an giftigen Gasen aus dem Erdboden aus. Diese führen jedes Jahr zu einem Massensterben unter den Tieren, die hier leben. Wir haben das Tal nur durchflogen. Then we went about 90nm south over mountains and valleys to a very special place. There is a Death Valley not only in California, but also in Kamchatka. In Russia's Death Valley, you would hardly die of thirst or heat stroke, but you would certainly die of sulfur gas or carbon dioxide poisoning. That is why entering the Death Valley on Kamchatka is forbidden for tourists, because here, especially in spring and summer, huge amounts of toxic gases escape from the ground. These lead to mass deaths every year among the animals that live here. We only flew through the valley. Am späteren Nachmitttag kehrten wir dann entlang der Ostküste Kamtschatkas wieder zurück nach Yelizovo. Later in the afternoon we returned along the east coast of Kamchatka back to Yelizovo. So faszinierend die Vulkane Kamtschatkas auch sind, waren wir doch froh, wieder zurück ins warme Hotel zu kommen und unter eine heisse Dusche. Danach galt es den Weiterflug zu planen, denn bis zum 1. März müssen wir in San Francisco sein. Wo bekommen wir hier im äussersten Osten Sibiriens und mitten im Winter ein paar Blumen für in's Haar? As fascinating as the volcanoes of Kamchatka are, we were happy to get back to the warm hotel and get a hot shower. Then we had to plan the onward flight, because we have to be in San Francisco by March 1st. Where do we get some flowers for our hair here in the far east of Siberia and in the middle of winter?
    1 point
  22. 22 February 2022: Slept in this morning. Spent yesterday afternoon and evening delivering Carys and Anu to Seattle-Tacoma International (KSEA) to my covert government contact who is going to bring them to a safe house in New York. After speaking to my attorney there in NYC (Gary Lawless), it sounds like the FBI is close to issuing an arrest warrant for Carys (and maybe me) but wanted to interview me first in San Francisco to further solidify their case. Once they find out I plan to renege on the interview, they may issue arrest warrants anyways and I have it in my mind that both me and Carys need to make it to the reception at the Reform Club in London at all costs when this Around-the-World trip is over. The flight to Seattle was uneventful, but there was a little snafu in finding my contact. I drew some attention as I cruised the terminals looking for his plane, but we figured it out (he was at B14 after all). Carys and Anu are in good hands I’m sure – at least I hope so. What if this is a trick? Hmmmm, never thought of that. Oh well, I’m probably better off without him in case he turns on me and testifies against me if we end up in criminal court in London. I guess fate will determine the outcome. In other news, I rented a Twin Otter (de Havilland DHC-6-300) today (thank you Aerosoft!) to give some guests a short tour around Vancouver this afternoon for those who haven’t ventured much on their own. Lisa and I piloted and Alana served as tour guide. It’s funny how some people thrive with adventure like Destiny and Adam, and others would rather sit in the hotel lobby reading a book and sipping wine. But, we got 16 guests to come with us. We were able to walk down to the docks at the Vancouver Harbor Aerodrome (CYHC) and gave everyone about an hour in the air. Finally, some decent weather! Although it was cold (38°F), at least it was clear. A little icing prior to landing, but no other issues. Everyone had fun (finally!). Tonight, a warm Italian dinner at the Old Spaghetti Factory on Water Street in Gastown. We got a bus to take the entire group, and everyone is coming. I’m so excited! We’ve been split up so much on this trip it’ll be fun to regroup. We haven’t done that since the “Halfway There” reception. I have to admit, I’m a little relieved Carys and Anu will not be joining us. More tomorrow… It was a short walk down to the docks. Our plane is out of view on the right… Runway 7 departure east… Weather was perfect today… Just a little windshield icing as we approached for Runway 27 landing… Waiting for the staff to slide our tables together, but I thought it apropos we’d be in the “British Columbia Electric Railway Co.” car in honor of the train portion of Phileas Fogg’s journey. Subtle… Part of our group after we’ve eaten. We couldn’t fit everyone in the train car, so we had a table outside as well…
    1 point
  23. Na, das freut mich doch für dich, Thomas, dass es geklappt hat. Gruss, Walter
    1 point
  24. RTW80 Leg 23. Juneau - Vancouver. PAJN-CYVR. 2022-02-17 After arriving in Juneau, we catch a Canadian Pacific flight headed to its home base at Vancouver. We want to celebrate Canadian Pacific's role in developing the Great Circle routes connecting Asia and North America. And the DC-6B was the sustaining engine of that success. Climbing out of murky Juneau into the blue skies above. Canadian Pacific Air Lines (CPA) was formed in 1942 as an amalgamation of ten regional bush airlines in the Canadian North. In the late 1930s, Canadian Pacific Railways started to enter the airline business by picking up one-by-one these small operations until organizing them into a single entity. Management was by the same bush pilots who built the small lines. This collaboration continued as a regional airline in the north country through the war years. Additionally, it flew supply flights, it trained military pilots, and it provided maintenance, all to support the war effort. Frozen Rainbow is a cheerful sign. In 1947 the owning Canadian Pacific Railways company leadership put Grant McConachie in charge of the airline. He had been the creator and president of one of the originating bush airlines and knew how to operate in the north. More than that, he proved a charismatic and persuasive executive. Two years later, Canadian Pacific Air Lines moved its headquarters from Edmonton to Vancouver. At the same time, the airline initiated an expansion into international operations with a Great Circle passenger route to Tokyo Haneda and Hong Kong that Grant McConachie had negotiated. Eventually this line proved to be a profitable venture and a mainstay of the company. Crisp view of Devils Thumb rising above the Stikine Icefield Canadian Pacific operated under real constraints. It was nominally in competition with Trans-Canada Air Lines (TCA) which was government-owned and government-supported. (This was the precursor to today's Air Canada, renamed in 1965.) Canadian Pacific was thus prevented from establishing routes that TCA had already chosen. That is to say, it could aim only for destinations that TCA had ignored. The airline continued its operations in western Canada, including Edmonton, Calgary, Winnipeg and the northwest of BC, Alberta and the Yukon. It was barred from easy access to Toronto as well as New York, London and Paris. A truly International Airline Under McConachie, CPA expanded by developing additional international routes to San Francisco and Los Angeles. And then longer runs through Honolulu and Fiji across the Pacific to Auckland and Sydney; and then southward through Mexico City to Lima, Santiago and Buenos Aires; and then through Edmonton or Calgary across the Arctic to Amsterdam (later extended to Athens and Rome). In 1956 three DC-6B flights a week departed Vancouver for Amsterdam, two flights for Tokyo and Hong Kong, one to Auckland, one to Sydney, and one flight to Buenos Aires. This expansion was quite a feat when every route involved separate and sometimes contested negotiations with the destination countries. Brisk tailwinds at altitude above the mountain peaks made for a fast turbulent ride. Starting in 1959, CPA replaced the piston planes with DC-8s on the long range flights and with Bristol Britannica turboprops on many of the North American routes. In due course, DC-10s, B737s, and B747s were added to the fleet. And the Canadian routes grew to include some connections to the nation's eastern half, most notably Halifax which enabled the airline to establish a "transcontinental' flight. Short finals into Vancouver In 1968 Canadian Pacific corporate decided to reorganize and rebrand the different subsidiary units into, for example, CP Rail, CP Hotels, CP Ship, CP Telecommunications, and CP Air. The new CP Air got an orange logo and livery. (Each of these subsidiaries has since been sold and the host CP Rail has reverted to it Canadian Pacific Railways name.) Assigned parking surrounds us with many Red-on-Blue tails of Air Canada and Delta The deregulation of the Canadian airline market in 1979 brought a disruption that had unintended consequences for CP Air. The company had long lobbied for the change, hoping to enter the protected markets of Air Canada. However, in a rush to expand the fleet to take advantage of the new opportunity, the airline went into deep debt. When that debt obligation coupled with downturns in the key Asian markets (the most profitable routes), CP Air found itself in financial trouble. In 1987 it was sold to the smaller Calgary-based Pacific Western Airlines which had concentrated on the Western Canada domestic market. PWA combined with CP Air and (two smaller lines) to form Canadian Airlines International (or simply Canadian Airlines). The new airline looked to have a bright future, expanding its Asian operations and growing to 40 percent of the domestic market. However, the company was also debt-heavy and the 1998 Asian markets' second downturn sent it into financial crisis. The new and promising Canadian Airlines entity was absorbed into Air Canada in 2000. A friendly sight. Parked in front of The Fairmont. Just the thing for our Canadian Pacific crew. Summary: Date: 2022-02-17 Route: PAJN-CYVR Aircraft: DC-6B [PMDG MFS] Leg Time: 2:25 Leg Distance: 687nm Total Time: 53:58 Total Distance: 13,710m
    1 point
  25. I would propose that the problem is not that you produce other products, but that you seem to rely on a single key developer for multiple products. Meaning one product like the CRJ is left in what I would describe as a fairly bug-riddled state by choice, while said single developer is off working on multiple other projects. Note that I am not saying it is unusable, but it is just not what it was claimed to be. Even 'normal ops simulation' is not quite possible and will have you encounter multiple issues. Add a lack of communication on top of that and it is just not a very good customer experience. We are closing in on the anniversary of the CRJ for MSFS, but unfortunately also on the anniversary of some of the open issues of the CRJ for MSFS. And that is very disappointing.
    1 point
  26. This issue is in our database.
    1 point
  27. I will again discuss this with Hans and see if there is any reason why this happens all the time on some systems and not on others. Please keep in mind we are not saying in any way this does not happen, we just say Hans never got it while the debugger was running. Having our test department do a lot of flights makes little sense as it needs to happen on the system of the developer.
    1 point
  28. I will second the above. Can steer the tug with the rudder.
    1 point
  29. This issue is NOT forgotten and is being worked on. However, in contrast to what people here report, we find it very hard to reproduce reliable and to fix it it needs to happen when the debugger is running on the system. We have no explanation why this issue seems very common on some systems and not on our system, but that is simply the fact. That other other products are being produced while this is still an issue might offend some people, but closing down Aerosoft until this issue is solved seems not the correct solution. We do not agree that this issue makes the whole project completely unusable however. At this very moment I see over a 100 CRJ's on the networks, so these people seem to be able to use the product. But please accept that this issue is not ignored and when the cause is found it will be fixed.
    1 point
  30. Thanks for your comments, Rob. I think you are reading far more in our comments then was written. If you believe that updates is serious development I am glad to report that we also did many updates for P3D in the last 12 months, and I am sure a few more will follow! So in your definition my false statement would be that we stopped development for P3D. And users (as people who own P3D) are not customers (as in not buying P3D add-ons) at this moment. There are still many tens of thousands of FSX users , but because they do not buy add-ons anymore they are by definition not customers any more. The simple fact however is that no matter who you ask, nobody is spending money on P3D anymore. Not the developers, not the customers. It is clear you do not like that, but luckily enough there is a ton of fantastic DLC for that sim. As I also said,. the moment we see a commercial opportunity to do a new P3D add-on we would gladly do so. We not not tell people what to buy, they tell us what to make.
    1 point
  31. Am I going mad/blind - I can't see the DHC6_DECALS_INTERIOR_INFOBOARDS_albedo.psd file in any of the files linked above. I thought perhaps it would be a separate later in the DHC6_300_EX_WHELS_PAX_Decal_Label_albedo.psd file but don't see it there either. Anyone able to point to it for me?
    1 point
  32. When flying at a Pressure altitude of FL390 in MSFS (geometric altitude of 40,630') , I crossed a plane flying at a pressure altitude of FL380 in P3D (geometric altitude of 38,005'). The ABS selection in the TCAS had their indication show "380", as it should. The REL selection in the TCAS had their indication show "026" when it should have showed "-10" The problem: The REL altitude calculation doesn't use the user's own aircraft's pressure altitude; it uses its geometric altitude. Ideal system: ABS altitude calculations should utilize the AI aircraft's Pressure Altitude simvar and correct it using the user aircraft's altimeter setting. REL altitude calculations should utilize the AI aircraft's Pressure-Altitude simvar, and subtract the user aircraft's Pressure-Altitude simvar I wrote some pseudocode below, hopefully this makes some sense to the person who's actually responsible for the TCAS code on the MFD: var TCASAltitudeTag; var TCASUserAircraftAlt = simvar(user.PressureAltitude); var TCASAITrafficAlt = simvar(AI.PressureAltitude); if (TCASAbsRelSelection = ABS){ TCASAITrafficAlt = TCASAITrafficAlt-1000*(altimeterSetting-29.92); if (TCASAITrafficAlt < 0){ TCASAltitudeTag = concatenate("-",roundToInteger(-1*TCASAITrafficAlt/100)); } else { TCASAltitudeTag = roundToInteger(TCASAITrafficAlt/100); } } else { var AltDif = TCASUserAircraftAlt-TCASAITrafficAlt; if (AltDif <= -50){ TCASAltitudeTag = concatenate("-",roundToInteger(-1*AltDif/100)); } else if(AltDif >= 50) { TCASAltitudeTag = concatenate("+",roundToInteger(AltDif/100)); } else { TCASAltitudeTag = "000"; } }
    1 point
  33. For getting a better overview, would it be a good idea for a feedback snapshot for the CRJ, like MS runs for FS? I see that there are a few real CRJ pilots on the forum, and of course a lot of knowledge and experience by simulator players as well. An overview of what issues that are planned to be fixed or features added, what's not going to be added/fixed and what's currently not possible due to MSFS limitations as an example, could be nice?
    1 point
  34. Hello everyone. I'm almost done CRJ mod, and now i want to ask permission from Aerosoft to make it public available. For the modification to work, an official purchased aircraft is required. Modification is free and does not require additional purchase. The modification does not affect the original files and exists as a separate addon. About the same way liveries work. The list of changes that I have added/changed/fixed is below. - Added: INGAME Assisted checklist. The implementation is incomplete due to the impossibility of controlling some things on the plane. I am waiting for feedback on what to change or add. - Added: Switchable pilot/copilot (click airspeed sign over PFD). - Added: APU heat effect (for temporary Asobo Afterburner Heat FX, custom newone is planed). - Added: Cockpit displays ambient lights. - Added: Interactive cursors for all (more than 2pos) switches and knobs. - Added: Sync lights switches with LAND/TAXI/NAV/BEACON/STROBE ON/OFF keybind (Sometimes it doesn't work as expected or doesn't work at all. Still experimenting. I recommend using ON / OFF binds only. Also, if you turn on the switch with the mouse, then the binds are not synchronized). - Added: Sync SPEED/ALT/VS knobs with keybinds (Some problems are possible, need to test additionally). - Changed: Taxi/Landing Lights (brighter). - Changed: Cockpit panel lights (brighter). - Changed: All default cockpit cameras (more usable). - Changed: All swithches/knobs animation now smooth. - Changed: Sounds for some switches/buttons. - Changed: Mouse wheel switch behavior. WheelDown - only decrease value, WhelUp - only increase value. LeftButtonClick - toggle state for 2pos switches. - Changed: Knobs with Push button behavior. In LEGACY interaction - push button now work as before. In LOCK interaction - you may use Aerosoft behavior (RightClick on knob, then LeftClick on button) or Asobo style (LeftClick and Hold on knob, and RightClick for button interaction). I continue to improve the functionality. - Changed: Pass Sign and ELT switch behavior. There is no difference for the end user, rather an annotation for me. - Fixed: Missed sound on some knobs/switches - Fixed: Inverted power switch on Fuel System. - Fixed: Terrain TILT knob/button. - Fixed: Buttons RTU1/2 inhibit and Ignition cont. broken animation. So, @Mathijs Kok, what do you think?
    1 point
  35. Dude. Relax. I'm not asking to embed the mod into the final product. All I ask is to allow PUBLISHING or not to allow. I do this solely out of respect for Aerosoft. Also, I do not oblige anyone to use the mod.
    1 point
  36. Thank you so much for your enlightening words of advice, go ahead and try to upset forum members - what a great idea. At no point have I been rude, just asking for a response or eta as I would like to use the plane I bought. Thanks for the time you took though to go out of your way in an attempt to make me feel or look bad, better luck next time PS, your name couldn't be more fitting. Thank you for the update.
    1 point
  37. @Mathijs Kok Thank you for at least expanding on this a little. Your 'noted' comment was perceived as a casual indifference to the problem we're facing. @Crabby As Aplato mentioned, we are unable to edit any CFG's for a marketplace purchased CRJ. Thank you for your colorful and completely off-base response.
    1 point
  38. Did a little bit of trouble shooting. The elevation becomes faulty when updating from 2.0.0.1 (ORBX Patch) to 2.0.3.0 via the aerosoft updater.
    1 point
  39. +1 here! Aerosoft gents, please take note of this exceptional member of the human species working to improve your product voluntarily! - All you have to do is allow him to publish his mod and you will have acquired an immediate and free boost in overall quality to the CRJ. As a fellow flight simulation developer, I can only see this situation as a win-win for everyone concerned. Please do not make the same mistakes of large companies which due to corporate vanity and business-centric thinking often deny themselves and their customers the boon of free user-made modifications to a product. Mods are the best thing any developer can hope for, even a developer of products which are mods in themselves. The only thing which could possibly put pause to expediting such efforts may be risk of infringing 3rd party copyrights. Seeing as how a mod such as this only covers a small set of the products files, there can hardly be any possibility that this could lead to unauthorized redistribution. Only if a mod included files licensed from parties other than devs, modders and users, could there ever be any cause for concern. And even so, a few words between reasonable adults would most likely sort out any such issues if any. So please, take my word for it as a colleague in the business of making flight simulators: Nothing is more important than mod support. Anything that modders need should be treated as a high priority. These are people who out of pure passionate interest are willing to thank you for letting them work on improving your products for free. And here all you have to do is say "yes".
    1 point
  40. I don't know how to do it with SPAD.neXt, this is how I do it with Axis and Ohs. Before turning the knob for DH/MDA you must press the button first to bring the DH/MDA value to the PFD (you can test it first in the sim with the mouse): The button: Turning the knob (this example is for decrease) invokes the RPN script (it uses different LVAR vs. the one you identified - maybe the values you identified just change if MDA vs. DH is used?): 1·(>L:ASCRJ_LSP_HEIGHT_SEL_ANIM,·Number)·1·(>L:ASCRJ_LSP_HEIGHT_SET,·Number)·(SLEEP:100)·0·(>L:ASCRJ_LSP_HEIGHT_SEL_ANIM,·Number)
    1 point
  41. Hello. Is there a way to have both runways 26 (takeoff) and 30 (landing )in use as in real life? I am using P3D v4.5 Thanks Mircea
    1 point
  42. Hi Any plans for updates? List of changes in real life: Apron BE changed to N Apron Taxiway T is active near apron V and not included in the scenery New building Iaa There is a new lights system on the runway before vacating in each Exit 300M (3 lights), 200M (2 lights), 100M (1 light) Waiting for your updates Thank you
    1 point
  43. One more; this one I took with faster reaction times, but the planes slipped in Google Earth before I could take the snapshot. Once again, you see the same thing; the traffic is displayed on the ND at half the actual distance.
    1 point
  44. I made (of course unofficial)for yourself fix for correct work in P5 as well as several other fixes mainly for LPPS: -full new flatten + correct airport elevation for LPPS -added missing PAPI for LPPS rwy 18\36 -correct runway lighting system for LPPS -fixed dynamic lighting for LPPS -exclude stock objects for LPPS -removed extra nav aids for LPPS and LPMA -added the ability to connect via add-on.xml P.S If you need this FIX , do not hesitate to PM and I will send you . And of course,to start you need to have your own licensed copy this scene.
    1 point
  45. Guys, We, as users, need to stop doing something. It is blatantly incorrect to do so and just clouds the water. Every day I see posts like "blah blah blah CRJ and this never happens with other aircraft" or "blah blah blah CRJ won't/can't and other aircraft will/can" Of course the most common comparison is with the FBW A320. I am just going to say it. This is a dumb comparison on MANY levels but I will list a few: 1. Pay close attention as this one is the most important....the CRJ IS NOT AN A320. The only thing they have in common is French Canada, French France and Bernoulli's principle. So some people who work making these planes speak French. Daniel Bernoulli was Dutch by birth but lived, worked and died in Switzerland and so probably spoke French too. Because the CRJ is not an A320 chances are almost 100% that they fly different and the systems behave different. 2. In the sim, the CRJ is programmed differently than the A320. 3. Unlike the A320, the CRJ is automated just enough to be helpful and suffers from separation anxiety. If you leave it alone too long it will throw a fit and try to kill you and your simulated passengers. Unless you grasp this simple truth, you will never master flying the CRJ. I am on my third generation of owning this aircraft. As will EVERYTHING sim related today, it is an evolving platform and we should thank God for that and not be angry that it is not 100% finished. In real life you can't buy a 100% finished CRJ from Bombardier. There are constant updates to systems and procedures based on things learned while flying it. So when you happen upon an issue, a real issue, you get to simulate creating a report on the issue to the manufacturer and awaiting a resolution that has to be okie dokied by several regulatory agencies (or departments at AS). One last comment. If you find the CRJ unflyable, I will guarantee that it is either system or pilot related. FAR too many people are logging 100s of hours in this plane for it to be unflyable. I still see a number of "read the freaking manual" complaints. You bought a study or near study level (whatever the hell that is supposed to mean) so at a minimum STUDY the manual.
    -1 points
  46. So you hijacked the thread. Ok. I have been flying the Zibo, for example, for over 3 years. There are bug fixes put out about 1 per week. Are you trying to tell me that software should not or does not have bugs after a year or some other hard defined time?
    -1 points
  47. No one said working the throttle or thrust, has any thing to do with the snowflake. It has everything to do with maintaining speed. I do not think that the CRJ will blindly follow the snow flake and stall the aircraft. Maybe it will. If so, more to my point. You cannot have fully automated VNAV without an auto-throttle. You are also saying that the VNAV calculates from TOD to LAST RESTRICTION at ~3.0 degree angle. Yes, however, you have other restrictions in between that VNAV does not really account for in the CRJ because it has no way of let's say leveling off and pushing the throttles forward. Why? No auto throttle. If you are a real world pilot, you know the CRJ is not a B737, A320 or even in this case a CJ4. Those other aircraft have auto-throttles. The funny thing is even in a more automated aircraft, there are MANY times when intervention is required by the pilot to fly a VNAV descent. You see MORE DRAG NEEDED or DRAG NEEDED messages because from POINT A to B the descent will cause the aircraft to fly faster at idle than it should. Then you have to add spoilers. So to sum it up, a pilot is required to work the throttles (those are the handles the pilot touches, he cannot touch thrust) to maintain the airspeed that is set on the VNAV descent page so that the calculations done by system can be executed.
    -1 points
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