lnuss

If a "greased landing" works OK, then the bouncing/bounding may be (at least partially) from you trying to force it onto the ground. On the first bounce, try to keep the aircraft a foot or two off of the ground while it decelerates and continue to hold it there until it touches in spite of your attempts to hold it off. Never push on the yoke, just gently hold the nose up while speed bleeds off. Apologies if you already knew this, but I don't know your background or experience.

Nels founded this site many years ago. I first came here in the FS98 days, and he has always run a friendly ship, unlike many other places I've seen, along with plenty of files and plenty of good information. Though he recently sold the site, I'm pleased he's still with us here, with his knowledge of simming, of aviation, and of this site itself. And he has his own small section at the bottom of the main forum page where he is resurrecting much stuff from the older site before the software change. Thanks Nels...

True, but FS doesn't need a "dedicated Server" if you connect directly to the other player(s). It's been many, many years since I had FS2004 but a friend and I used it between FS2002 and FSX and never connected to a server, just direect to each other, just as we did from FS98 until he died a few years back. I don't recall exactly what the multiplayer dialogs looked like then, but in FSX, after selecting multiplayer, you select LAN and then the SIGN IN button. Then you can choose to host a session or to connect directly, thus for two players, one selects host, tells the other player what his IP address is (the one from the internet, not the one from your local LAN), and the other selects connect directly then enters the host's IP address. However, you must first set the network connection parameters giving the port number or range. I do recall that FS2004 was laid out a little different, but those parameters are still needed, just as jhaniofs said he did. To jhaniofs: Are you doing this with both of you on the same local LAN or are you at different locations going through the internet (as my friend in Dallas and I did years ago). I ask because you say, "and configured port forwarding on the router" so it's not quite clear whether you have each done this correctly on separate routers/LANs or with both of you on the same LAN. So hopefully you have each configured with the same port (or port range) and other parameters matching. Perhaps someone who still uses FS2004 can check what the different dialogs look like and if jhaniofs will list settings on both his and his friend's machines someone might be able to catch the problem. It may well be a permissions problem, a time allowed parameter, or some other (perhaps subtle) difference between the settings of the two machines -- remember that not all routers act the same or have the same interface. Sorry I can't be more help at this point.

Thanks for this link, Frank. As a former CFI I naturally looked first at book four and I find a lot to like. So far I'm just part way through the book, being on page 18 of 53. It'll be interesting to finish this book, as well as to eventually get through the others. THANKS! The author's attitude is great and he's actually trying to explain to instructors some important thoughts that often don't get taught to instructors in normal (for the U.S. and apparently also for Australia -- likely for most other places, too) instructor's training. I long ago lost count of the number of certificated pilots I've encountered who needed remedial training to handle aircraft (especially older ones) correctly, as just one example of deficiencies. Noel tries to eliminate this right from the beginning of CFI training -- love it. There are, of course, a few others around who think that basic flying properly taught is a very necessary firm foundation for a safe flying career (whether Private, Commercial, ATP, light aircraft, jet or whatever, and that it should be ingrained until it is automatic before advancing to more advanced training. One that I've found is a columnist in the EAA's Sport Flying magazine who writes about very basic stuff: Steve Krog does an excellent job of getting these precepts across -- my kind of CFI. Perhaps Richard Bach's book A Gift Of Wings has some stories that might interest a lot of people, but two have interesting thoughts about instruction: Found at Pharisee and School For Perfection. But, to me, foundational to all of this is Wolfgang Langewiesche's Stick and Rudder which explains many aviation concepts in a bit different way from what most books, etc. do, from a pilot's viewpoint for mental concepts of what aircraft controls actually seem to do. If you can't tell from the above, this subject pushes one of my buttons, a pet peeve about people actually learning to truly fly with great skill, rather than just learning to slop through the sky.

Have you made any configuration changes lately? Have you checked the aircraft.cfg for the affected aircraft? Have you checked the FSX/effects folder to see that it is accessible, and that the .fx file(s) specified in the aircraft.cfg file are actually in the effects folder?

Which is very desirable in all tailwheel aircraft, but it would help a little, especially on grass, even at taxi speed -- I'd never want to use a brakeless aircraft on pavement or hard-packed earth, though. And again, thanks to Frank for the memories you brought back -- lots of good memories over many years of Cubs, Aeroncas, Citabrias and a number of similar aircraft. I miss those days...

Hmmm... I never came across a J-3 Cub with no brakes. That could be awkward. Did you have a tail skid???

Pretty nice job, Frank. Cubs and their brethren (Champs, T-Craft, et al) are more at home on grass strips, but some areas are shy on those. The climb attitude shown in the "real" segment depends (to a degree) on the pilot's seating height and elevation, since from a 5,000 ft elevation field your climb rate is considerably less, especially on a hot day, and the pitch attitude will vary a little. Still, his point is extremely well taken that you need to fly using visual reference, with no more than an occasional glance at the panel. And you can, for the most part, do the same with most any GA single engine aircraft, even Bonanzas, Mooney's, etc, though they may be helped by slightly more frequent glances at the panel -- still gotta keep your head outside, though. You might also note that the J-3 sometimes needs to be a single place aircraft at high density altitudes, especially where the terrain climbs faster than the aircraft does (common in Colorado and much of the west). I also never did see mention that solo in the Cub is from the back seat only (weight and balance problem), and the control placement (trim, mags, etc.) reflects that. Another fact that wasn't brought out is that the (rather weak) brakes are applied by your heels, with toes on the rudder bars -- heel brakes are decidedly more awkward to use, but it doesn't take too long to become accustomed to them. I might note that, although the heel brakes in the Aeronca Chief that I learned in has the heel brakes mounted on the rudder pedals, the J-3 (and some others) has the brake pedals mounted on the floor, thus not moving with the rudder bars (just a bar, not a pedal like on most later aircraft), so another complication to learn. I was fortunate one time to get to fly a J-4 (side-by-side version of the J-3) and, of course, it flies like a Cub, but has more standard doors rather than the split door like the J-3 and Super Cub. The Cub in my avatar is an L-21A, (military version of Super Cub) and originally came with the Lycoming O-290 125 HP engine and a max of 1550 lbs gross weight. Later we had it converted (via STC) to a Lycoming O-360 150 HP engine and via STC upgraded the airframe to a 1750 lb max gross. You might also note that the J-3 and the early Super Cubs (90 HP, etc.) had no flaps, while the later models had very effective flaps, with the manual even suggesting that full flaps for takeoff got the shortest ground run (true in mine, too) but it didn't climb as well, naturally. I'll agree with Phrog, too, that spins are fun in Cubs (super and otherwise), as are "dutch rolls" (misnomer), wingovers (within proper limits) MCA* flight, low level sightseeing and more. A note on hand propping, as seen in the video: Unless the tail is tied down or a qualified person is in the cockpit and on the brakes, propping whether done from in front of or, as in the video behind, the prop can be rather dangerous, so inexperienced people shouldn't do that without proper instruction in the technique (stance, etc.). Sweet aircraft-- thanks for the video. ============================================== *MCA -- Minimum Controllable Airspeed

For joint use fields such as Kirtland AFB/Albuquerque International that is true -- that's normal operation. For non-emergency access (in the U.S. anyway) to other military airfields it usually takes a special permit arranged well in advance for a rather special purpose -- otherwise you probably windup with an armed reception. Been there, done that, and it was in less tense times than these... Of course in the sim it doesn't matter.

Yep- that's the needed procedure, to isolate the problem to a single scenery file, if possible. As Chris said, it can be a lengthy procedure, though you can certainly do it in pieces. But I'd start by disabling the active scenery that covers the approach in use, assuming it's not the default scenery. I'd also be sure that this happens with all aircraft (or at least with several of them), even before disabling scenery. Don't think of scenery as discrete objects as you'd find in real life, rather recognize that it's just data files used by the actual program, and is often layered, perhaps with landclass in one file, airport structure in another, nav stuff in another, and so on, though it may not be exactly the way I described -- that's just an example of what they might do.

FADEC...

That's how a constant speed propeller works in the Arrow or in any other aircraft with a constant speed prop, within limits. The propeller governor (on the prop itself) controls the pitch of the propeller, the propeller control (that blue lever on your panel) adjusts the governor, and the throttle controls the amount of power applied to the propeller. Once there is enough power applied to reach the governing stage, changing the power setting makes the governor change the propeller pitch in order to maintain a constant RPM, although it is possible (usually in a considerable dive) to overspeed the propeller (I've done that in a real Stearman) and below a certain power setting (depending on airspeed, etc.) there's not enough power to keep the RPM up. So at 1700 RPM on the ground, for example (say during runup), the governor has little effect, but adding enough power will get into the governable range, especially at higher airspeeds, where the prop control effectively sets your RPM by changing pitch. So in effect the low pitch/high RPM setting is like a low gear in a car (well, sorta) and the high pitch/low RPM setting is like top gear in a car (again, sorta). Hope this helps...

To expand on this a bit: So many folks have a tendency to think "movement of controls" rather than "add pressure to controls" resulting in making any correction input larger than needed, resulting in over-controlling. So think tiny corrections, pressure rather than movement, then if you see it's not quite enough you can add an additional tiny touch of correction. Note, too, that when on the runway or taxiway lots of folks have a tendency to look too close to the aircraft, when they should, at the closest, be looking at least a few hundred feet ahead -- on the runway during takeoff and landing you probably should be looking near the far end of the runway -- in order to be able to judge those tiny corrections. And this is with all control inputs, not just rudder or steering. Think of when you're driving a car, how little you normally move the steering wheel if you're just lane-keeping rather than turning.

I seriously doubt it, though I've never actually explored that question. P3D, even V1 and V2, is massively different from FS9 -- lots of changes in just about everything.

Are you asking if there is a 100 livery limit in an aircraft.cfg for an "AI" aircraft, or... ??? In other words, are you asking if there is a limit of 100 entries like: