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CAPFlyer

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About CAPFlyer

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    Flight Student - Groundwork
  1. Make sure that you have all of the ORBX sceneries BELOW all of your other addon sceneries. For whatever reason, Aspen Extended installs very low in the priority, which means it will show below and cause that exact issue.
  2. That they spent ~$92,000 to install it?
  3. I can confirm seeing the same the last 2 flights I've made. It also isn't accurately following the VNAV descent path when in MANAGED mode. I have had it in both the A319 and A321.
  4. Frank, with due respect, that response is wrong. First, the vast majority of A321 aircraft in service have at least 1 of the ACTs. In fact, looking at the Type Certificate Data Sheet, the models listed that are "non-ACT" equipped suggests the number to be less than a few hundred out of nearly 1800 A321ceo's built. It also appears the vast number of A321neo's will have at least 1 ACT installed as well, and that version has the option for 3 (2 aft, 1 forward) instead of the 2 of the A321-200ceo. As for the A321 competing with the 757, that's from Airbus's own mouth. When the A321 was announced, the 757 was still in production and the 737-900ER hadn't yet been announced (and the 737-900 had hit its snag with emergency exits so it was no longer Boeing's "replacement" for the 757).
  5. I know in the past there's been talk about manually modifying the Center fuel tank to give the capacity of the ACTs (which are installed on most of the A321 fleet now), but does that still work with the new version? Also, is there any way this could just be done as an official update? I find it odd to have an airplane that kinda-sorta is a -200 model but doesn't have the extra fuel tanks that make it a real competitor to the 757.
  6. I suspect what you're seeing is that the airplanes you're using are too small (in diameter) for the animated awning to fully cover it. The awning always extends fully (the awning just "disappears" into the fuselage), so if it's not covering, then it's because the awning can't go any further. BTW, the jetway awning isn't to fully seal the connection. Even in your picture you can see the forward upper corner of the awning is separated from the fuselage by a fairly good amount. The purpose of the device is simply to provide shade and some shelter from the weather. It was never intended to be watertight, much less airtight. Here's a good shot of a CRJ at a jetway - As you can see, the jetway awning just barely touches the fuselage at the back. Also, with the CRJ (and any other aircraft with integral air stairs) a "bridge" piece has to be used with the jetway, making the awning even less likely to fully cover the gap.
  7. Simultaneous refueling and boarding is an airline or airport policy issue. There are no locations that are ICAO signatories where it is prohibited by regulation. The only thing that is restricted by regulation is fueling with an engine operating and starting/stopping the APU while fueling.
  8. I'm not sure where the whole "Cleared to Taxi" call comes from. I've never seen it in any airline manual or regulation that I've worked with, including British Airways and Lufthansa. Technically, the ground crew has no authority to "clear" the airplane to move. That's the responsibility of the Air Traffic Controllers and Ramp Controllers. The suggested series of calls I was taught to use is something along these lines - FC = Flight Crew, GC = Ground Crew FC- Ready for Pushback, Tail (straight, left, right, normal) GC- Roger, tug connected, (steering pin installed/link pins removed/steering disconnected), release parking brakes. FC- Parking Brakes released. GC- Beginning pushback. (Pushback Commences) (When clear of all equipment) GC- Clear on the left and right, engine start your discretion. (Flight crew may advise when ready for engine start prior to this which would require either the above or a "Hold/Not Clear" response) (When pushback complete) GC- Pushback Complete, set Parking Brakes. FC - Parking Brakes set, OK to remove equipment. (GC removes pin, reconnects pins/lins as required and disconnected towbar) GC- Steering pin removed/Steering Pins connected/Link Reinstalled, towbar removed. FC- Roger, you are OK to disconnect intercom. GC- Roger, disconnecting intercom, wait for my hand signal on the (right/left) have a good flight. For a gate start, if an intercom is used (unlikely) it's only to verify that the equpiment's been removed and all doors are closed. Otherwise, hand signals are used for engine start, removal of chocks, and marshalling out of the spot.
  9. Have you tried checking the configuration in AES Help to ensure that the L1, L2 and UL1 doors are all mapped? There should be the capability for mapping at least 3 doors on the left side of the airplane, so if they're not mapped, try mapping them and see what happens. UL1 would probably best be mapped to the "OverWing Exit" with L2 being mapped to the "Rear Exit".
  10. Oliver, I know it was brought up some time ago, but I'd not heard anything since so I was wondering if any decision had been made on either changing the fuel trucks to the right side of the aircraft or making it where the fuel truck's location can be set by the AES Helper? I had been thinking about this recently, and my thought is that maybe a small box with 3-degrees of rotation be added to AESHelp that allows you to position it to the fuel panel on an aircraft. It would have 2 boxes available, one left, one right, and a checkmark as to whether it is gravity fuel or pressure fuel for maximum flexibility. Initially, this would simply determine which side of the airplane the fuel truck would come up to. Later, this could be used to animate the truck to not only park appropriately, but "connect" fuel line(s) to the airplane to fuel it. I have a couple of pictures showing where the fuel panel is located on a few airplanes that I can use as examples, but having fueled almost every type in service currently (sans notably the A380), I'm aware of where everything is if you want help in locating them.
  11. Additionally, you can set the "door" to stop just at the edge of the railings on the airstairs to get the jetway to come up to that spot. This is used in real life with some aircraft which have airstairs but there is no secure way into the terminal from the ramp here in the US. In these cases, there is a "bridge" that is designed to fit into the gap between the jetway and the aircraft. I've seen it in use on Fokkers, ERJ's, and CRJ's.
  12. Also, one more note - The only aircraft I've ever fueled or been trained to fuel which had fueling capability on the left side (other than those equipped for overwing fueling) are - DC-10 (hookups only on wing outboard of #1 engine, panel on right wing outboard of #3) 747 (hookups and panel between #1 and #2 engines, second set of hookups on right wing between #3 & #4) 777 (hookups and panel outboard of #1, second set of hookups on right wing outboard of #2) An-124 (hookups only, panel on right sponson forward of hookups) 707 (hookups in left wheel well or under left wing between #1 and #2 engines, second set of hookups on right wing) I can't remember for sure, but I believe the early A300's had a second set of hookups on the left wing. All other aircraft had fuel hookups and/or fuel panel on the right side of the airplane. Some aircraft the fuel panel was co-located with the fuel hookups (under wing on aircraft where the bottom of wing was more than 6 feet above ground and on side of aircraft/wingroot on lower aircraft). On others the fuel panel was separated, either on the forward fuselage (ERJ/CRJ), Air Conditioning Packs fairing (early A300, A330, & A340), the wheel sponson fairing (An-124/225, IL-76, C-141, C-5, C-130), aft engine fairing (L.188), or they didn't have a panel at all (DC-8, 707). Finally, there was the one "oddball" pressure refueling aircraft, the Convair CV-580, which had pressure refueling points on both wings because the aircraft wasn't setup for single-point pressure refueling. In addition, you had to remove the fuel caps on top of the wing while pressure refueling to ensure proper pressure relief. There was no panel, you fueled it based on volume (either receiving that figure directly from the flight crew or making the conversion from weight yourself).
  13. Sorry, but "Hot Refueling" and fueling with passengers onboard are two different things. Refueling an aircraft with passengers onboard is a normal operation and the only requirement is that the passengers be able to readily exit the aircraft in case of an emergency (i.e. the jetway must be against the aircraft and the door open or the airstairs/ground stairs be in place). A "Hot Refueling" is refueling an aircraft while one (or more) of the engines are running and is specifically prohibited in the EU and North America on ANY flight carrying passengers without exception. The only aircraft that can be "hot refueled" under any circumstance are helicopters (not carrying fare paying passengers or medical patients) and medivac aircraft not carrying patients. This does not include military aircraft operating on a military airfield as they operate under that military's rules and regulations. That said, several major European airlines and a couple of North American ones do not allow an aircraft to be refueled with passengers onboard simply because they don't want to deal with having to ensure the cabin crew is onboard and prepared to direct the evacuation of the aircraft in case of a fueling problem.
  14. Is there any chance that in the future you might offer some sort of support to the "Classic" airports offered from websites like - www.calclassic.com ? I love the modern stuff and I think it'd be really cool to see some form of AES in these beautifully rendered airports.
  15. I know that the rule is that you are not supposed to approach the aircraft until the beacon is off, however there are (as always) exceptions. Especially since some crews forget to turn off the beacon or need to leave it on for a post flight inspection of the lighting equipment due to a crew change (usually they will turn on the strobes and landing lights too when this is the case). The ICAO regulation is pretty clear on the matter in that no one may approach the aircraft unless directed to by the person guiding the aircraft in to park. This person (usually the marshaller), may have someone approach the aircraft to place chocks under the nose wheel and attach the ground power plug (required on some aircraft before engine shutdown). Once the engines are shutdown and the brakes set, the mashaller will make a gesture of moving his left hand from outstretched to his side and sweep it into his chest to indicate it is okay for support personnel to approach the aircraft. This gesture overrides the status of the beacon light.
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