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  1. Just wanted to make sure everybody understands that we are not happy with the current sound set. A lot has been tweaked but we are simply running into the limitations of the recordings we had. Of course we also checked out all the options suggested here but all of them come with massive new problems (mainly the fact a lot of the sounds are then never used at all). So we simply need a new sound recording and have send recording equipment to a very friendly Twin Otter pilot who can do new recordings and will hire the Twin Otter for the time that that takes. We are sure that will solve the issues we have. We will also make sure the new sound set matches the expectations of customers, rather than Twin Otter pilots better. So it will not as loud as in the real cockpit and all the other sounds will be made softer to blend into that. You will be able to use it without the headphone mode (most people seem to dislike that option) and still be able to talk to ATC, something that is simply impossible in a real Twin Otter. Now how did I get into this pickle? Well basically it is the same old story. A release date was set and with the arrangements with external shops, Microsoft, marketing, sales a date like that is seriously hard to change. Aerosoft is the third largest game publisher in Germany and with size come spreadsheets and serious planning. A release without support from Marketing is impossible and they move from project to project. Same for the people who run the shops etc. And for sure we knew we had issues with sounds. The preview videos all told that that was work in progress. But we honestly believed we could sort things out before release. Every change however caused a new issue, we had strongly conflicting comments between real pilots and non pilot testers and time progressed. Because almost all attention was focused on that and not enough focused on some other things that still needed to be tested. As our internal quality control department is now fully staffed I expect those things to be sorted out from now btw. I'll keep you informed about the new sounds (we asked the people who will do it to make a very small video of how they do the recording).
    4 points
  2. I am impressed and very happy with the Twin Otter especially after the update. I am a cockpit builder but not so much the look as the proper controls and I use AirManager a lot. The Twin Otter works great in my cockpit and most of the gauges and instruments work with standard AirManager instruments. There is also an effort to port the very nice panel from the P3D version of the DHC-6 to FS2020 and this will be great as it looks exactly like Twin Otter. I was impressed today as I was practicing single engine ops. It really works quite well. The prop does continue to spin when feathered in the air but not still on the ground, maybe in the future. I even managed a complete T/O on a single engine with half tanks and only pilot, lots of rudder needed and a lot of aileron as well. I felt this was quite realistic, certainly challenging. I like how smooth the Twin Otter is on may system with 4 screens and quite old system described below in my signature. The Twin is the best in frame rate of all my planes and I have a lot of adons. So great job there. Even though I enjoy a very "deep" plane, I find I don't use those systems much. The Twin Otter is a nice "complex enough" plane to be very entertaining to fly. I have over 2000 hrs in real life planes and I find this plane simulates a complex twin really well and is plenty interesting. I don't really need every circuit breaker to work, I am more interested in stick and rudder skills and IFR navigation and approaches as well as VFR dodging snow storms like I was doing this afternoon in a flight around mountains near Asheville NC. It felt very real in the Otter and was quite tricky as there was ice in the clouds. So I think you have the right thinking in this model. Not "study level" but complex enough to feel right. This is just my opinion but I think quite a few simmers share my views. I hope you will make more models in the same vane. And I wish you luck. Good job and thanks.
    3 points
  3. Well I agree that you seem to be unsatisfied either way, current sound not on par but also complaining about „recording sounds again and recoding“. Shouting in bold does not make it better. I am enjoying the Twotter especially in Scandinavia in the meantime. There are worse things than waiting for another recording for a 30 bucks addon while you can still use it. Imagine your Bugatti (slightly more expensive than the Twotter) is recalled and you cannot even drive at all Bugatti Chiron Recall
    2 points
  4. As promised, I will keep people informed on this. Saturday 00:02 Right now the recording equipment is in transit and we are making the deal with the operator to get the aircraft for our use.
    2 points
  5. 28 January 2022: Yesterday (1/27/22), I had a bombshell dropped on my lap at breakfast. I couldn’t stand the suspension anymore and opened the small package Carys had handed me that much of the hoopla on this trip was apparently about. When I opened the package, I was astonished to find Phileas Fogg’s Journal! It was his original notes from the time he hired Passepartout on October 2, 1872, from Saville Road in London, until his journey ended back in London just under 150 years ago. The cover was worn and the pages a bit ruffled and dog-eared, but it was entirely intact. Did Carys steal this from a museum in London? Is that what all of this was about? I could not believe my eyes. I was more in shock than worried I may be in possession of ill-gotten goods from Carys. I started thumbing through the pages, which were a chronological diary of the details of his travels. I advanced through Phileas Fogg’s journal to the point we were at now – Japan. He had travelled to Yokohama, which is just south of Tokyo, so we were not quite all the way there, but I found the reading fascinating. When I started reading about his travails with a certain London Yard detective, my blood ran cold. Oh my gosh, I thought, the detective pursuing Mr. Fogg around the world was named Mr. Fix! My nemesis on this trip was also a Mr. Fix. Coincidence? I wondered. How could that be? I had to put the book down to read later. Our group was ready to tour Nagasaki, and we had arranged a bus to take us to the Atomic Bomb Museum (important to see but very depressing), sampled street food (delicious!), toured the Dutch windmills of Huis Ten Bosch, and visited the Oura Cathedral. It was a fun day. We spent dinner together taking up almost the entire restaurant at the Terrace Garden hotel. Lots of lively conversation and cheers in my direction for rejoining them. Today, 1/28/22, I got up early and started reading Phileas Fogg’s journal again. I ordered room service and had breakfast brought in and told the others I would join them later. I had to read. And read. And read. At lunchtime, I figured I should rejoin everyone so they would not get suspicious, but as I was closing the leather-bound journal, a slip of paper fell out of the back cover. On it, Carys had written a note that said, “Check the manuals compartment in the cockpit. There are more surprises inside.” All I could think was, “Oh my, now what?” Told the group I had some business to take care of and made my way back to the airport and got aboard our plane, went to the cockpit, and opened the manuals compartment next to the captain’s chair, and there was a box with three items. Inside was a note: “Inside, you will find Phileas Fogg’s compass, magnifying glass and map he used. Please take good care of these and bring them to London with you.” Wow, simply amazing. I returned to my room clutching the box and put them on the table to snap a picture, then packed them away in my duffle inconspicuously. The rest of the evening was spent with the group for dinner and cocktails. Looking into maybe taking the A320 out to tour around Japan tomorrow. Told Curtis and Lisa to work out an itinerary and plot our course. We’ll see what they come up with. Until tomorrow then… Phileas Fogg’s journal, map, compass, and magnifying glass from Carys…
    2 points
  6. I find that a very hard thing to comment on. In a Twin Otter you have two turbines at 3 meters from your your ears, two props that are aimed directly towards the cockpit (not the pax area). And to block that sound you have a flimsy door made it one layer of 2 mm aluminium. No sounds dampening in any form. Every bit of the metal around you seems to rattle and increase the sound level. Zero (and I mean zero) attempt to make life easier for the pilots. The seats determine the range if you get my meaning. If you take off your headphones and want to talk to you co-pilot you are yelling to their ears only to get 'WHAT!!!!???" as response. That is why, in the Twin Otter, the pilot gives you the security talk before he starts the engines. We seen people compare it to the PMDG DC-6 but that has piston engines and props that rotate slower, we seen it compared to aircraft that are 3 decades younger and not utilitarian. We seen a lot of people compare it to the FS default aircraft but there is simple none in there that comes even close. While we fully agree the mix has major issues as explained elsewhere, we can't fix the fact the the sound level in the cockpit of the Twin Otter is so loud that without a headset you will not be able to talk to you mate or ATC. There is no Twin Otter pilot who does not use a rather serious noise canceling headphone. One that does not is deaf by now. Before NC headphones they used cotton ear plugs and big earphones. Again, this about volume, not about the mix of sounds. We now know we simply can't use the actual decibels we measure in the cockpit as most users will not accept that level. As we can't switch between two sound sets in the sim, we will deliver one that matches the expectations of the customers. So you will be able to hear aerodynamic sounds (airflow), the turbines, the props and still hear switches being set. And yes that is a bit weird. And yes you will still hear the hydraulic pump every single time the pressure drops. That thing is located 8 centimeters below your seat and is loud as hell. And, dear FSElite, no, that is not 'flaps sound' what ever that might be. So, dear Cyberstudio, I can't promise what you ask.
    2 points
  7. Ich nehme +49+009, +49+010 +49+011 ... und liefere gleich ab. ich glaube, dass ich für mich die einfachste und effektivste Lösung gefunden habe: 1. Schritt: Per Overpass den Bereich über Koordinaten auf "building:part=church" screenen, alle Treffer in WED bearbeiten. Dann neue Overpass-Selektion per JOSM über gleiche Koordinaten auf "building=church" screenen 2. Schritt: In JOSM per Search "building:part"="yes" suchen, alle Treffer in WED bearbeiten 3. Schritt: In JOSM aus der Trefferliste "building=church" einfach nach "saal" suchen, die gefunden Treffer in JOSM heranzoomen und in WED die buildings excluden, die keine klassische Kirche sind 4. Schritt: In JOSM aus der Trefferliste nach "apostolisch" suchen und wie in 3. verfahren Abschließend könnte man noch stichprobenartig über die gefunden churches gucken, aber ... Die Abarbeitung der 3 Kacheln dauert ca. 1,5 Stunden. Mache mit +48+009, +48+010,+48+011 weiter. +49+011.dsf +49+009.dsf +49+010.dsf
    1 point
  8. The thing about the sound is that people like me really want to feel the engines. I got your point about not being able to listen to ATC and stuff, but making sounds as real as they are should be priority. When costumers want them a bit more quiet they always can adjust the engine volume in the MSFS volume control panel. In the end it's easier to turn volume down from 100% than turning it up above that. Just my few coins..
    1 point
  9. I haven't tried KASE yet in the CRJ, but with all the guidance you get for LOWI compared to KASE, the latter seems harder. It was the site of a notorious Gulfstream III crash in 2001 that I was involved with on one of the edges, so I know it's a challenging place to land IFR. 2001 Avjet Gulfstream III crash - Wikipedia
    1 point
  10. Servus Miteinander !!! Eben geprüft, Bei laufenden Triebwerken, keine 2. Seite LGF Raimund LOWW
    1 point
  11. For starters, there's no glide slope to catch as it's a Localizer-DME, not an ILS. It's a non-precision approach, described in FAA's Instrument Procedures Handbook (pg. 4-54) as an "instrument approach based on a navigation system that provides course deviation information but no glidepath deviation information. For example, VOR, TACAN, LNAV, NDB, LOC..." A look at the minima table confirms that. That 6.59 degree descent angle to see in the profile is what it takes to make a constant rate descent to the runway from 11,700' at DOYPE. Note that at even 120 knots ground speed and 1,404 fpm rate of descent, your ground prox system will be yelling at you most of the way down. Even worse at 140 ground speed - 1,638 fpm down, which is closer to the usual Vref. The fun on this one really starts at minimums though. A CRJ is flown to category C minimums which puts you about 3,100 feet above the airport (10,960-7,838). If you didn't see the runway until the minimum 3 miles out, at even a slow 120 KIAS, that's two miles a minute, so a minute and a half to dump 3,100 feet. That takes at least one 360 to do, which is one reason why the approach is "not authorized at night."
    1 point
  12. It's not really realistic due to the fact that it's extremely loud and all pilots use headphones when flying turboprops. Even the passengers are provided with earplugs. I used to fly the Dash 8-100 and it's absolutely terrible during takeoff. The Twin Otter is worse. The solution I guess is to provide two separate volum adjusted sound sets, or to simulate how the airplane sounds when wearing headphones.
    1 point
  13. Yes.....given all this dialogue, I suggest the forum goes a little quieter in this respect. I guess it would be great to have an estimate of time (e.g. 2 weeks/1 month?) but then, not fair to add any further pressure. As others have said, the most important thing now is to get the sound qualities needed, test, code, test, code, test.........assess.....looking forward to 1.0.3/4 depending on source.
    1 point
  14. 28.01.2022 Ich habe beschlossen, heute noch nicht weiter nach Hong Kong zu fliegen sondern das Weltnaturerbe Vinh Ha Long zu besuchen. Die Bucht ist ein ca. 1500 km² großes Gebiet im Golf von Tonkin und es gibt unzählige Inseln hier. Aus diesem Grund habe ich mir hier in Hanoi eine C172 mit Schwimmer gemietet. I decided not to fly on to Hong Kong today, but to visit the World Heritage Site Vinh Ha Long. The bay is an area of about 600 square miles in the Gulf of Tonkin and there are countless islands here. For this reason, I rented a C172 with floats. Manche der Inseln scheinen einladende Strände zu haben, darum werde ich mir für die Mittagspause eine aussuchen und dort landen. Some of the islands seem to have inviting beaches, so I will choose one and land there for lunch. Die Landung ist geglückt… The landing was successful... … und jetzt suche ich mir ein schönes Fleckchen für die Pause. ... and now I'm looking for a nice spot for a break. Nach der Pause geht es ausgeruht weiter. After the break, things continue in a rested manner. Einmal über die Stadt Ha Long, die der Bucht den Namen gibt… Once over the town of Ha Long, which gives the bay its name.... … und dann zurück nach Hanoi. ... and then back to Hanoi. Der Flugplatz ist schon von weitem zu sehen (wie kann das sein?) und ich habe die Freigabe für eine direkte Landung auf Piste 29R. The airfield can be seen from afar (how can that be?) and I am cleared for a direct landing on Runway 29R. Holla! Der Tower ist ja lustig hier! Da landen reihenweise Airliner auf der 29L und die schicken mir einen auf die 29R um guten Tag zu sagen vorbei… Whoa! The tower is pretty funny here! There's a row of airliners landing on 29L and they send me one on 29R to say hello... Kurz vor Feierabend. End of work is near...
    1 point
  15. There was no time to sleep in today either. Yesterday evening we worked out the route towards Hong Kong. How do we manage to get to Hong Kong in time? This only works with some longer legs. So we got up quite early to be able to fly early. Flight plan fuel calculations are checked 3 times because we are flying over the open sea. Our destination today is Cam Ranh with the Khanh Hao / CAM International Airport. We quickly check the equipment and prepare the lounger. Get us the necessary permits. Check if the visa is still valid. A start at this huge airport is exciting. Just taxiing to the runway takes almost half an hour. We have ahead of us. a 747. Well, that's going to be a fidgety start, I mean to my co-pilot. The tower gives us 5 minutes before we can get on the light rail. After take off on the 02 Center. Let's turn left over the Johor River on course 300 to follow the river a bit to Pekan Kota Tinggi. We climb continuously to 12000 feet. Visibility is good but we have strong turbulence and we are being shaken up quite a bit. I hope this doesn't last the whole flight. Our fellow flying columnist "The Eule" didn't even start typing. The color of her face is getting white, she doesn't take the rocking very well. Today we have 801 miles of flight distance. After 20 minutes we fly over the Gunung Panti Recreational Forest and enjoy the view before we fly to the Gulf of Thailand at Mersing. Tioman Island passes us on the right and we stubbornly continue to fly on course 030. The turbulence has increased and "The Eule" has thrown in a "super peb". Up to the Thai coast we are shaken up properly. I hope I don't have sore muscles tomorrow. After almost 4 hours and 30 minutes we fly over the coast at Ca Na. Shortly after we are over land, our plane suddenly steers in the wrong direction. I immediately deactivate the autopilot to correct the course. No device reports an error or failure displays. We check whether we don't have a wrong course setting somewhere. Then we carefully engage the autopilot again. With your finger right on the disconnect button. Everything works fine until the next waypoint, then the AP steers the machine off course again? I deactivate the autopilot and continue flying manually while my copilot tries to figure out what's not working here? How to reset the MFD. Our suspect the error may be in the course calculation does not turn out to be a solution. The approach data and our course are re-entered into the MDF and everything looks fine. We re-engage the autopilot and let the plane fly, keeping a watchful eye on our course below AP. But a short time later we drift off course again. I'm concentrating on landing as the tower has given our approach procedure. I have to be careful here there are many smaller mountains. We try twice more to get the GPS navigation going again, each time with the result that the plane drifts away. I decide to land under VOR. We landed on the 02 without any problem. After the usual immigration formalities, I go back to the plane and send my co-pilot and our “The Owl” to the hotel with him. I ask you to organize something to eat as I will probably spend half the night on the plane. The first thing I do is pull the service manuals out of the box. I suspect the error in the wiring and first remove the MSD and look at the plug and cable connections. Everything looks good on the MFD. OK. Then the ceiling panel has to come off. After removing the ceiling paneling, I check the connectors on the GPS antennas. I quickly find out that a plug is loose. He broke loose in the turbulence. I wonder where the fuse wire went. I can't find it on the roof side cover. It's not near the antenna either. So I start a FOD search but to no avail. But I can't find the fuse wire. It is likely that this connector was not secured with locking wire at all. After attaching the plug, I secure the plug with locking wire from our spare parts box. It is now almost 11:00 p.m. I call my co-pilot at the hotel and ask him to come by so we can both check the work. While he gets from the hotel to the airport, I'll finish the necessary documentation. Then we assemble the ceiling paneling together and reinstall the MFD. Then we drive to the hotel. The owl got me dinner. I eat with the two together and we chat about today. I hope the GPS system will work properly again tomorrow on our flight. I've had enough for today and I'm actually just looking forward to bed. ---- Zum Ausschlafen war heute auch keine Zeit. Gestern Abend haben wir noch die Strecke Richtung Hong Kong ausgearbeitet. Wie schaffen wir es, in der rechtzeitig nach Hongkong zu kommen? Das funktioniert nur mit einigen längeren Legs. Also sind wir schon recht früh aufgestanden, um früh losfliegen zu könne. Flugplan Spritberechnung werden 3-mal kontrolliert, da wir über das offene Meer fliegen. Unser heutiges Ziel ist Cam Ranh mit dem Khanh Hao / CAM International Airport. Schnell prüfen wir die Ausrüstung und bereiten den Lieger vor. Holen uns die nötigen Genehmigungen ein. Prüfen ob die Visa noch gültig sind. Ein Start auf diesem Riesenflughafen ist schon spannend. Allein das Rollen zur Startbahn dauert fast eine halbe Stunde. Wir haben vor uns. eine 747. Na das wird ja ein zappeliger Start meine ich noch zu meinem Copiloten. Der Tower gibt uns 5 Minuten bevor wir auf die Stadtbahn dürfen. Nach dem Start auf der 02 Center. Drehen wir über dem Johor River nach links auf Steuerkurs 300 um dem Fluss ein Stück bis nach Pekan Kota Tinggi zu folgen. Dabei klettern wir kontinuierlich auf 12000 Fuß. Die Sicht ist gut aber wir haben starke Turbulenzen und wir werden ordentlich durchgeschüttelt. Ich hoffe, dass das nicht den ganzen Flug anhält. Unsere Mitfliegende Kolumnistin „The Eule“ hat das Tippen gar nicht erst angefangen. Ihre Gesichtsfarbe wir langsam weiß, sie verträgt das Geschaukel nicht gut. Heute haben wir 801 Meilen Flugstrecke. Nach 20 Minuten überfliegen wir den Gunung Panti Recreational Forest und Genießen den Ausblick bevor wir bei Mersing auf den Golf von Thailand fliegen. Tioman Island zieht rechts an uns vorbei und wir fliegen weiter Steuer Kurs 030 stur weiter. Die Turbulenzen haben noch zugenommen und „The Eule“ hat ein „Super peb“ eingeworfen. Bis zur Thailändischen Küste werden wir ordentlich durchgerüttelt. Ich hoffe ich habe morgen keinen Muskelkater. Nach knapp 4 Stunden und 30 Minuten überfliegen wir bei Ca Na die Küste. Kurz nachdem wir über Land sind steuert unser Flieger auf einmal in eine falsche Richtung. Ich deaktiviere sofort den Autopiloten, um den Kurs zu korrigieren. Kein Gerät meldet einen Fehler, oder Ausfallanzeigen. Wir prüfen, ob wir nicht irgendwo eine falsche Kurs Einstellung hätten haben. Dann kuppeln wir vorsichtig den Autopiloten wieder ein. Mit dem Finger direkt am Disconnect Knopf. Bis zum nächsten Wegpunkt funktioniert doch alles gut dann steuert der AP die Maschine schon wieder aus dem Kurs? Ich deaktiviere den Autopiloten und Fliege von Hand weiter, während mein Copilot versucht rauszufinden was hier nicht funktioniert? Wie resetten das MFD. Unsere vermuten der Fehler liegt eventuell bei der Kursberechnung erweist sich nicht als Lösung. Die Anflugdaten und unser Kurs werden neu in das MDF eingegeben und alles sieht gut aus. Wir kuppen den Autopiloten wieder ein und lassen den Flieger fliegen mit einem wachsamen Auge auf unseren Kurs unter AP weiterfliegen. Aber schon kurze Zeit später driften wir wieder aus dem Kurs. Ich konzentriere mich auf die Landung das der Tower unser Anflugverfahren durchgegeben hat. Ich muss aufpassen hier gibt es viele kleinere Berge. Wir versuchen noch zweimal die GPS-Navigation wieder in Gang zu kriegen, jedes Mal mit dem Ergebnis, dass das Flugzeug weg driftet. Ich Entscheide die Landung unter VOR durchzuführen. Wir Landen ohne Problem auf der 02. Nach dem üblichen Einreiseformalitäten begebe ich mich zurück zur Maschine schicke meinen Kopiloten und unsere „Die Eule“ mit ihm das Hotel. Ich bitte etwas zu essen zu organisieren, da ich wahrscheinlich die halbe Nacht im Flieger verbringen werde. Als erstes zerre ich die Wartungshandbücher aus der Box. Ich vermute den Fehler in der Verkabelung und baue das MSD als erstes aus und schaue auf die Steck- und Kabelverbindungen. Beim MFD sieht alles gut aus. Okay. Dann muss die Deckenverkleidung ab. Nachdem ich die Deckenverkleidung gelöst habe prüfe ich die Stecker an der GPS-Antennen. Schnell stelle ich fest, dass ein Stecker locker ist. Der hat sich bei den Turbulenzen losgerappelt. Ich frage mich, wo der Sicherungsdraht geblieben ist. Auf der Dachseitigen Abdeckung kann ich ihn nicht finde. In der Nähe der Antenne ist er auch nicht. Also beginne ich eine FOD Suche, aber ohne Erfolg. Ich kann aber den Sicherungsdraht nicht finden. Wahrscheinlich ist dieser Stecker überhaupt nicht mit Sicherungsdraht befestigt worden. Nachdem ich den Stecker befestigt habe sichere ich den Stecke mit Sicherungsdraht aus unserer Ersatzteilkiste. Mittlerweile ist es fast 23:00 Uhr. Ich rufe um meinen Copiloten im Hotel an und bitte ihn vorbeizukommen, damit wir die Arbeiten zu zweit kontrollieren können. Während er vom Hotel zum Flughafen kommt mache ich die nötige Dokumentation fertig. Danach montieren wir zusammen die Deckenverkleidung und bauen das MFD wieder ein. Dann fahren wir in das Hotel. Die Eule hatte für mich ein Abendessen besorgt. Ich esse mit den beiden zusammen und wir klönen noch über den heutigen Tag. Ich hoffe, morgen bei unserem Flug funktioniert die GPS-Anlage wieder korrekt. Für heute habe ich genug und freue mich eigentlich nur noch aufs Bett.
    1 point
  16. Leg 5.1 - Hong Kong International (VHHH) - Fuzhou Changle (ZSFZ) - Shanghai Pudong International (ZSPD) Take-off: 27.01.22 22:39 UTC - Landing: 28.01.22 00:39 UTC Flight Time: 1:52h Flight distance: 765 NM Left Hong Kong at civil twilight this morning. MSFS 2020 live weather took a few minutes to kick in and generate clouds, so the first four screenshots show an unspoiled beautiful sunrise. Took off at Chek Lap Kok from RWY 25L, then making a turn yielding a great view of the airport: Headed towards Hong Kong and Tsuen Wan New Town/Shek Pik New Village ... with nice vistas of the bridges leading into Hong Kong and, to the right, the waterfront of Hong Kong Island: High-rise buildings galore, this time in the twilight: Approached the ICC (International Commerce Centre) ... and headed towards Hong Kong Island, now with the waterfront up close: Time to leave Hong Kong and fly NE, enjoying the rising sun over the course of the next 20 minutes: I followed the Chinese coast, flying over Shantou, ... and Quanzhou. Flying over the Taiwan Strait, following the route of P. Fogg, but due to the broken cloud cover I could not spot Taiwan (which is about 100 NM from the mainland). Flew a short stretch at FL 300, ... and decided not to do a (literal) moonshot, but just a virtual screenshot: Made a refueling stop at Fuzhou Changle (ZSFZ) and continued my journey north flying a bit more inland ... and landed at the busy Shanghai Pudong International Airport on RWY 35L (one of the four parallel runways).
    1 point
  17. Now my experience with aerodynamics in real aircraft is spotty over several decades but I owned half of a Super Cub at some time (somehow always the part that was broken) so my interpretation should be seen in that light and I bow with great pleasure to pilots with more experience. That will not stop me from spouting my comments though! 1. I have employed several young people who had the ambition to become commercial pilots and I am happy to say all of them are now flying commercially. I was sorry to see them go but they are all still friends of Aerosoft and all of them still assist us. But if there is one things they all had in common was that they said flying in the sims we all use had very little to do with flying a real aircraft. They also said the multimillion dollar real world sims were far from perfect in how it felt compared to the real aircraft. It is simply incredibly hard to model aerodynamics. Every pilot will tell you getting that super smooth touch down is either to easy or too hard in the sim. 2. Over the decades I have had some time on the stick of real aircraft. From gliders to an F-16 (my father was base commander at Leeuwarden AFB and it was the late 1980's). I also spend many hours (mainly at night after updates where done) in high end simulators. But I never compared that to any FS add-on. You need hundreds of hours on an aircraft to understand it. You might be able to wrestle it through the air and even getting it back on the ground, but to seriously master it... that is a job. A well paid job for well educated professionals. Most of the time 50% of a crew that would not even dream of flying the aircraft alone unless their partner had the fish. However when I first flew the Cub in the sim it seemed like my muscle memory kicked in. I was moving the stick before I was conscious I was doing it. I was flying. I think that has a lot to do with the scenery and the fluid way it is displayed. Just as when you drive a car you are not thinking about how to react to that car that is doing stupid things in front of you. Your feet and hands act. I simply do not get that in FSX, P3D or X-Plane. The flight model can only react to your input. How you do those inputs is decided not in the sim but in your brain. And that is not part of the flight model but how the environment is presented. And I think MSFS does that best at this moment. Not talking about N2 temperatures but about making that flare where you say, "yeah, comment on that". I think MSFS has a long way to go, but representing how an aircraft feels to a pilot? I think it offers the best options.
    1 point
  18. It is amazing how much this sim offers to people who like screenshots (as I do)
    1 point
  19. https://forum.aerosoft.com/index.php?/topic/170302-update-about-the-sound-set/#comment-1075393 And I tried to explain what went wrong. As open and honest as allowed. I am sorry you find that offensive and I am sorry you do not seem to fixing the issue is a good idea. There is however not a lot I can do about that as it seems clear you have already made up your mind.
    1 point
  20. Sir, you confuse me. Apparently you are not happy with current the sound set, but it seems you do not want to have it improved by the developers either.
    1 point
  21. Auf dem nun folgenden Flugplatz RJKA werde ich vollständig landen und eine Pause machen. Gibt Kaffee und Kuchen .... von wem wohl Ja genau von den s.... On the now following airfield RJKA I will land completely and make a break. Gives coffee and cake .... from whom probably Yes from the s... auf dem Weg nach RJKA --- verwunschene Landschaft / On the way to RJKA - strange terrain... Runway 03 Taxi to parking Pause mit ... / Rest with ... Ziel dieser ganzen Etappe ist Tokyo Haneda. Aber da habe ich noch etwas Zeit... The destination of this whole stage is Tokyo Haneda. But there I still have some time...
    1 point
  22. Well.. The Twin Otter has only been out for a week or so. The developers has partly fixed the sounds in their first hotfix- at least they have become better, and more fixing has been announced. Fixing the sounds is not something You do overnight. It´s totally up to You to for the developers to fix the issues, or You are impatient an willing to pay for better sounds - no one forces You.
    1 point
  23. This is really good news and I just wanted to say that I am enjoying the airplane. I have flown the Extended version for many years and now I am very happy to have the Twin Otter in the new simulator. Yes, there are some issues with engine sounds, but I am happy to hear that they will be changed. I would like to point out that in my opinion the other sounds of the plane are very immersive and well done and add a lot of realism. Thanks for all the work you put into this airplane!
    1 point
  24. Correct, noted and we'll hotfix that.
    1 point
  25. This has come up before. It's not flap motors but the hydraulic pumps - they're just a bit loud I suspect
    1 point
  26. Well, there is this guy proving me wrong https://flightsim.to/file/26923/widere-old-livery-dhc-6-300-twin-otter-wheels-pax
    1 point
  27. When the repaint kit comes (soon), things will get easier and better. My guess is, most livery developers are waiting for the kit.
    1 point
  28. Second that. Until then it’s guessing only. In this case a bug/feature list being worked on like MS provides weekly would help and prevent some from venting over and over again
    1 point
  29. https://flightsim.to/file/26712/aerosoft-twin-otter-soundmod-for-rpm-pitch-fix
    1 point
  30. Anyone else notice the flap sounds completely out of sync with the the actual movement of the flaps? It’s sort of ridiculous how poor the sounds are on this? Also when you cut the throttle for landing, it sometimes roars at you like the loudest its been all the flight when it should be quiet... it’s so poor.
    -1 points
  31. I'm very interested in how Aerosoft fixed the sounds? Matthias said it was impossible. It's all about a broken game and it was Asobo who had to fix it. How much can you lead us by the nose? Have you converted the model from FSХ, left it unfinished and started blaming Asobo? Is that how it goes? I think this is my last purchase from the guys.
    -1 points
  32. -1 points
  33. What? Is this good or bad news? Now everything starts from scratch. Recording sounds (again??) and then writing codes . . . . OMG. What about the MSFS Twin Otter description in the Aerosoft store: "Full new development using all options of the platform . . . Wwise sound set with close to 300 spatially placed sounds" Exactly this feature was the only no. 1 decisive argument for me to buy the DHC-6 module for MSFS. But it seems nothing of what has promised has been done before . . .fully new development - NO . . . 300 spatially placed sounds" - NO What we got on release and even after patch are old sound sets - or poorly implemented old sound sets, that are even worse than the 4 year old sound set package for FSX Twin Otter. Now it's planned to do it for the first time right as announced because the module is selling like hot cakes, is it? I'm really p . . . o. . but: Take your time and do it 100% right - at least now!
    -1 points
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