mallcott

Issue resolved. The ILS approach must be specified in the FMS.

 

Thanks to those who offered assistance.

 

CRV

Somehat obvious. You are NOT a pilot, I take it?

I am running P3Rd v5.3

https://www.togaprojects.com/faq

No need to seek support in their forums. Make sure you have the latest updates.

when i start in fs2004 with a aircraft for example the B737-800/900

and when i disconnect the autopilot the aircraft is pitching down

and is difficult to recover and is crashing

how do i fix this

Adjust trim before setting a/p. And after...

Hi,

 

I have been struggling with ENVTEX / ENVSHADE for over a week, now. I installed, removed and reinstalled the software a few times and there appears to be (always) something that does not get installed or that is installed incorrectly. When I use the product to select the settings, the system issues a notice that a file (doesn't say which file) is missing. In the immature TOGA Projects forum, I see others complaining about the same problem and I wonder if the software is just buggy and perhaps not entirely complete. They charge for a product and run. TOGA Projects does not answer any of these questions in their forum, customer support is non-existent. Many replies in their forum are not even related to their software, you'll find answers from people offering ads and sending links to who knows what. Their install instructions are very confusing and I wonder if someone has an idea of how to install their software properly and avoid all of these notices. Thanks!

What version of P3d are you running?

FreeMesh is another free mesh solution.

 

Jorgen

Free Mesh would be another solution.

I have been attempting to install this scenery again in my FSX Acc. installation unsuccesfully. It simply looks awful. water crawls up the coasts the mountain textures are bodgy also. despite I have redownloaded new files and have reinstalled after cleaning system of everything related, it still looks yaiks! I've checked internet for FSX Scenery advice, but I am out of options. Can anyone advice?

 

[ATTACH=CONFIG]230545[/ATTACH]

Sort out the elevations first, then see how it looks.

FSX Mesh is FREE...

Check out "World Wide SRTM" by Taburet, found in the file library here.

I see discussions on how easy it is to edit the Aircraft.cfg file! :)

 

Christopher Tarana

What OS? And if you don't explain, how do you expect help? USE your words, man!

It's easy to edit the Aircraft .cfg, except under certain circumstances.

hmmm...gotcha ...since there are a good bunch of files saying P3D/FSX and I dont have P3D sim, do I have to download the file and cross my fingers hoping it will work with FSX? or is there any other way to find out beforehand?

lol...I just had a thot: is this poison?...try it and you will know soon enuff...

thanks all the same

I would say it will probably be for the best if you learn more basics first. Then come back when you know what questions to ask... FSX has a basic tutorial and several lessons that will fill gaps in our knowledge.

If you don't know the basics, maybe you shouldn't skip ahead like this...

 

Using an autopilot and doing an ILS approach are considered advanced flying skills. If you try to do those without learning the basics first, you're just setting yourself up for frustration.

 

Most of the sims have lessons built right in. There's also a wealth of online information that can be used to learn how to fly.

As Nels suggests, Don't try to use autopilot and ILS if you haven't yet mastered the basics.

Learn to fly first, then come back after you've flown and mastered the lessons Nels suggests... You are so out of touch with the simulator there is no poiint in us advising you at this point...

Maneuvering speed is a structural limitation speed, not a speed for some maneuvers- basically that is the maximum speed at max weight at which it is safe to abruptly apply full back elevator pressure without damaging the aircraft.

 

Cruise speed is stated as TRUE airspeed, and I suspect you are looking at INDICATED airspeed, which is different, depending on altitude, temperature and barometric pressure. Are your flaps up? Are you keeping the aircraft coordinated (ball centered)? What was the temperature at altitude? Are you having the same problem near sea level? What was your weight, compared to max gross?

Try flying at realistic altitudes as well as listening to Larry and following his advice: The Cessna is NOT turbocharged so aim to max cruise speed at 6,000-8,000 ft, and don't try taking off from any altiports... The structural limiting speed is NOT EVER an `aim` to aspire to!

maybe try setting the mixture & prop rpm very low before starting each engine.

And remember to set the parking brakes before starting...

I've been digging into my bookshelf for things I've not read in years, and I chose Instrument Flying by Richard L. Taylor -- good memories and an excellent refresher, even though written in 1972.

 

I've noticed that a large part of the simmers here seem to want to fly IFR, though often mostly with autopilot, but are a tad short of knowledge of the real world version. Of course most of that knowledge is not required by the sim, but often there are questions on this forum that indicate to me that certain folks might like to have a better picture of what real world IFR (not just IMC, but IFR) flying is like.

 

So as I am reading through this book, reminding myself of some things that no longer come readily to mind, and even picking up something that I don't recall seeing before (though I've read this off and on since mid-'70s), it occurred to me that there are many folks here who might benefit from the book. The latest edition (4th edition) dated Aug. 1997 is available on Amazon, but I also see some earlier versions on eBay for as little as a couple of bucks.

 

Now for the reason I recommend even the 1972 version that I have, outdated as some things are. First, most procedures have changed little, except for some minor rule changes and many avionics differences, but the insights that Mr. Taylor gives still apply in today's IFR environment, and he explains things so well, with some humor included, that people from fairly new simmers to moderately experienced Private Pilots can get a feel for what real world IFR is like, covering almost everything except weather, including holding patterns, instrument approaches, explanations of things like EFC/EAC (Expect Further/Approach Clearance) times, lost communications procedures, cockpit organization, understanding ATC clearances, VOR navigation, use of charts, and much more. And at places even 20,000 hour airline captains can pick up a hint or two.

 

It's a fun and informative read.

 

As what could almost be called a companion book (though written by someone else long before) Weather Flying by Robert N. Buck, a long time TWA captain and weather researcher, covers flying with different kinds of weather, and is just as valuable today as when it was first written (it's on at least the 5th edition now), and makes an excellent companion to Instrument Flying, as well as just by itself being a valuable read.

 

A third book, Stick and Rudder by Wolfgang Langewiesche, is still the bible today on basic flying and aerodynamics as seen from a pilot's perspective, discussing how the airplane feels and reacts and why in fairly simple terminology, but so well done that this 1944 book still stands the test of time.

 

Together, the three books above should be on every pilot's bookshelf, and can be very valuable for simmers who want to understand a lot more than just how to get the autopilot to take off and land the airplane.

I read Richard L. Taylor's book when I first gravitated from gliders to powered aircraft. Would recommend it as a first step to any IFR flier contemplating moving to the idiosyncracies - yes, before moving to GPS, LNAV and any of that `newfangled rubbish`computer-flyin'. Use it as preamble to `CAP785 - Approval Requirements for Instrument Flight Procedures for Use in UK Airspace` or any FAA materiel.

suppose you are 10 miles from the airport where you want to land

you already set the frequency of the strip.

I know that I have to use autopilot with nav also set.

my questio is: how do I approach the airport in such a way that the autopilot engages?

thank you

Aim to a point that is 10-15 miles out, on the centreline of the runway in use. Then engage the a/p.

Don't aim directly at the airport, because you can't know the runway in use until you do... providing the airport has an ILS, which will be on a different frequeny to the ATC

Are thpse the jets?

 

Christopher Tarana

No.

Daniel - thanks for the clarification, I was confusing Pitot-Heat with Carb-Heat, yes most/all piston engines will need Carb-Heat.

JD

No, only aircraft that are prone to carb icing. I never needed it on my Diamond Katana, but the Rotax 912 wasn't regarded as prone to carb icing. If the weather was cold and/or wet I would use it for landing but as a backup, as carb-ice was slightly more prevalent.

I only had it occur once in flight in more than a thousand hours on that plane, but on a 6-degree day with rain showers.

Note: Carb heat is used as a prevention mechanism not as a cure-all...

I'm trying to locate Planes from different countries! The US is well represented, as well as England and France! :pilot:

 

Christopher Tarana

Fokker from Holland? F27/F50 would be my guess

Not enough computer power for the newer Sim! Maybe FS2004 or FSX-SE for your laptop.

I concur. Not enough horsepower for a `modern` sim. FSX - SE would be my recommendation.

But updating the GP would be my first choice, followed by more RAM.

20 minutes at 63 MPH?: All for 83 grand? If anyone lives that close to work, get a really hot-looking car for those $$$...

Looks like the perfect case of the `not yet ready` if you ask me. I wouldn't buy any car that was restricted to 63 mph, much less one with only a 20 minute range. And my motorcycle banks INTO corners, and beats most traffic too!

A few months ago I asked the question about the whereabouts of the Golden Wings supporters here. Apparently they have all disappeared. There were some who wanted to live the history of aviation and honored the creations of Bill Lyons, Tom Constantine, Alexander Belov, Dennis Simanaitis and everyone else.

 

It's embarrassing to realize that all of this just disappears into the virtual trash can!. Travel Air, Piper Cub, Waco, Golden Hawaii: Forgot it all? Are you really so uninterested in the aviation pioneers and their heroic deeds in a suitable environment?

 

Bernard

No, we just migrated to a more modern platform.

You are aware this sim was released in 2003? It was superceded in 2006.... I have shoes older than that!

Gregory,

 

Yes, I read about your personal involvement in transforming this well made KGRR scenery from FSX to FS9, in the readme file. Great job and with the assistance of quite some well known international FS9 specialists.

 

To me it has now also become clear that systematically decreasing scenery texture sizes only has minimal effects on scenery loading times and/or frame rates but this could also be influenced by the fact that my machine is fully equipted with SSDs instead of HDs.

 

I guess I can sweep all my own FS9 improvement activities under three combined words: "Technical", "Hobbyism" and "Collectorism", which I think could be rather logical after years of "armchair" FS9 flying and covid lockdowns.

 

Mallcott suggests decreasing the number of my scenery layers but to me as a collector this would be like sinning against myself or even like swearing in a church !! Moreover, my FS9 makes intensive use of library objects, which makes deleting any of my sceneries extremely unpredictable for remaining sceneries.

 

Anyway, I've learned much from this whole "issue" and from all the reactions in this thread.

 

Cheers.

 

Hans, a still convinced FS9 diehard.

 

P.S. "If it aint broke then don't fix it", but just as true, "If it aint broke then don't ...LET ... it be fixed", e.g. via Windows updates and it remains my opinion that the basic Win7 is still the most efficient platform for FS9, whatever it's size.

You can't fly 1,000 sceneries no matter how short your flights. Consider separating and combining the one's you DO use. Delete the rest.

JSMR,

 

The textures I was experimenting with were those of the Grand Rapids, Gerald Ford KGRR airport in USA. Why this particular airport ? No other reason than that it was the most recent one I had downloaded/installed.

 

I've used FS9 almost from the day it was first published and through the years it has grown to 133 Gb, almost 1000 scenery layers, hundreds of different flyable aircraft/paints, 1318 active AI aircraft/paints, very many self made static versions and all are devoid of unnessary ballast while also having been optimized for utmost (frame rate) efficiency.

 

After all this, one of my remaining ideas concernes texture sizes and whether or not these could have an effect on loading times, frame rates and possible stuttering. It's for this reason that I first tried converting the DXT3 textures to DXT1 via the Convim program but this proved to have some rather unpredictable results, especially with respect to alpha channels.

 

Tim Wright suggested the Texture Manager program, so I tried that as well. However, this gave some strange error messages, which turned out to be related to my Win7 file, ntdll.dll. I downloaded and replaced it with a newer version and that worked great ..... until I shut down my machine and later wanted to re-start it ......> completely dead !!

 

However, after my machine's resurection, I still had the texture folder with the correctly reduced texture sizes and with that I did notice some improvements in the loading up and the frame rates at KGRR but these were not such that I would want to shout out loud that in general the decrease of texture sizes is the way to go. I have therefore now restored all textures to their originals and will let my ideas rest at that.

 

I hope this answers your question.

 

Regards.

 

Hans

Getting rid of any/all unnecessary scenery layers would be my preference. 1,000 layers?

Luke...log files have been uploaded. Let me know if you need anything further. Thank you!

Looks suspiciously like Simconnect is not installed, and it must be.

Simconnect can be found in the FSX folder structure.

???

got what? :confused:

The trip, planned out?

A DA-62, flown slowly, can easily manage 8 hour legs. In fact they can fly 11.7 hours at low power settings.

I'm only really familiar with Piper aircraft (aka Archer) and those are easy to jump start. The battery is in back, behind the luggage compartment. There is even a jump start port on the side of the plane and if you have the right cable:

 

https://www.sportys.com/piper-aircraft-jumper-cable-single-pin-plug.html

 

you just plug it into the side of the plane and you're good to go.

 

That said, in all my years of flying I've never actually done it!

I replace the battery on our Cessna every three-or-so years. Tech has come on a long way since my Cessna was built in the 70's and now it's cheaper to replace than repair or renovate.