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atco last won the day on September 12 2010

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About atco

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    Flight Student - Groundwork

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  1. Thanks for this report because I thought I had lost my mind last night flying the ILS 10 into KSYR, where this happened to me. Around 3-4 miles out, I went from Flap 30 to 45 and before I knew it aircraft had levelled off and I was 2 dots high on the GS. At first I thought it was tied to the config change, but this would explain exactly what I saw. Aircraft had been perfect on LOC and GS prior.
  2. Well 'British Avgeek' on YouTube had this happen to him during his live stream, so you can see literally every step he took before it just shut down on him while taxiing. Also the CDU froze while attempting to load in an approach to KORD, then later during the stream the entire aircraft froze up and everything became unresponsive. https://www.youtube.com/watch?v=2LPxqY_JphQ The moment the aircraft shutdown on taxi is about 48 minutes into the stream. The moment the CDU froze is about 11mins in and then the moment the aircraft completely froze in flight is about 1hr 47mins into the
  3. Yes, agreed there is a massive ballooning when you go from Flaps 30 to 45. On one of my first flights I was on approach with autopilot on, it was tracking LOC/GS perfectly, speed was right on at Vref+5 and all looking great when I went Flaps 45 and the airplane ballooned so much it started climbing. The autopilot it seemed couldn't cope so it just kept climbing away and I had to ditch the approach. Now I'm prepared so I always disconnect and go manual before deploying Flaps 45 so I can be ready to counter with a massive nose down input to counteract. The airplane soon returns to a normal pro
  4. Here's what I've noticed regarding using the EFB to load the weight and balance. After entering all the info before departure pressing "set payload in simulator" once comes up with a range of values, but if you press it again then it comes up with totally different ones. Repeated presses seem to keep with the second set of values from the second press. I suspect that the initial single press for some reason is not setting the weight, balance and trim properly (I've also only been using the set ZFW option rather than loading each section independently, so perhaps this only occurs when yo
  5. The TCA Quadrants can be very finicky with this aircraft, I have to reset my idle thrust setting virtually every flight, as I get exactly what MrEvo reported above, where my idle thrust goes from 21/22% N1 up to 37-40% as soon as I touch my throttle. Doesn't happen every flight but probably 3 out of every 4. Resetting the idle detent in the throttle calibration gets my ground idle back to normal. Problem I am finding however is that as soon as I land with the throttles in idle, its not registering as true idle to the aircraft so the reversers do not engage because the airplane is still gener
  6. Thank you, very gracious. There were so many posts it was very difficult for anyone to keep track of it all. Before I have my Canadian citizenship revoked I should give you my apologies!
  7. No problem at all, I figured as much! Literally the first time I have ever won anything in my life!
  8. I hate to say this, but I already posted that answer back on Page 156: "Just prior to lining up you say "check the departure sector is clear", it should be the "approach sector is clear" as taxiway D at EDLP means nobody could be lining up or departing to your left as you are at the start of the runway. "
  9. Just prior to lining up you say "check the departure sector is clear", it should be the "approach sector is clear" as taxiway D at EDLP means nobody could be lining up or departing to your left as you are at the start of the runway.
  10. The AFCAD supplied with this scenery is utterly brutal. First problem: Some taxiways exiting the runway do not have hold short nodes placed on them. AI must pass over a hold short node upon exiting the runway to be allocated a parking stand. Additionally almost all the parking spaces are radiused at 18m for small gate. For those of us who have radiused our models appropriately this means anything larger than a CRJ is not going to appear because there is no parking for it. A320s and 737s are radiused at 22-25m. Also there are many, many gates that are assigned to RAMP_GA rather than GAT
  11. No offence taken, my skin's way thicker than that. I don't seek to make any comment on the product, its functionality or lack thereof and yes you are right its perfectly possible to manually enter the waypoints on a procedure, my concern was correcting the impression that these procedures were hardly ever used in real life. Take an example arrival into CYYZ. The STAR begins at Buffalo on the YOUTH2, the aircraft will be given descent to cross LINNG at 10,000 and 250kts. Then after handoff to Arrival will be descended to 8,000 then will turn at VERKO, futther descent usually in steps to 6,000
  12. OK I get it, come in here with information from the real world and get attacked. Got it. I have no desire to chest puff, this is an online forum, my life simply isn't that shallow. For the record this is what you said: "Go to liveatc.net and sit there and listen until you actually here ATC tell a pilot to fly a STAR for his approach. You'll be there a long time. Do some research, actually learn how the real world fly's" I stated that controllers do not have to tell the pilot to fly the STAR approach because it is already part of the clearance. Example the aircraft will get his clear
  13. Umm yes OK I Guess, but I see and have seen from 13 years of operational experience, flightplans going to places that are not London or the US/Canada. For example flights to Santiago, Sao Paolo, Buenos Aries, Mexico City, Punta Cana, Cancun, Rome, Edinburgh, Manchester, Glasgow, Bristol, Frankfurt, Paris, Munich, Athens etc etc which all get filed with the STAR arrival. In addition to working the London TMA (which covers airfields as far out as Birmingham, East Midlands, Bournemouth, Southampton etc) I have also visited ATC units in various countries (Including Amsterdam, Frankfurt, Brisbane,
  14. I am sorry, but as an active Air Traffic Controller I cannot let this one go by. I would estimate that 90% of IFR transport category movements that can fly a STAR do so. For example here in CYYZ we have RNAV STARs. examples are the YOUTH2, WTRLO2, MANS1 etc. Almost all of our inbound traffic files the STAR and will follow the RNAV legs pretty much onto the downwind leg where the Arrival guys will turn them base and final to fit into the sequence. Similarly we see departing traffic to the US will almost always file a STAR, this is part of the clearance issued by clearance delivery at the poi
  15. Being a part of a major AI group, my main focus is AI. I would say a massive no to a VATSIM only approach to ATC. The fact is, the vast majority of simmers do not use VATSIM, and VATSIM cannot control AI. There has to be another solution. My recommendation would be to either implement some kind of basic ATC system that can be improved on by a third party product, or what would be even better the ability to use a kind of "simconnect" module to allow a custom written thrid party program (a la Radar Contact) to have complete control over ATC that can be run on another PC. I would really love to
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