pzl 104

FSX is also, according to your 'standards' dead as well. So you should be, must be going the X-Plane route.

P3Dv4?

MSFS will be a money pit and you will have to keep filling MS's pockets in order to flight sim. You won't have the cheap or free options like you have had for 17 years with FS9 and the other operating systems.

How do you know? Nothing but assumptions and I can't remember that any Windows OS before Win 10 has been free.

@pzl 104, do you have FS9 on your PC, if not why are you here and not moved on?

No, of course not, but I don't understand the question?

FS9 is 17 years old. Time to kill it off as well. I hope I don't read any complaints.

The correct comparison would be FS2000, but FS9 is outdated as well of course.

PGA 2000 is a 20 years or game. How on earth can anyone expect any company to make their current OS compatible with a stoneage game.

If I would do this, I'd use an old PC without internet connection and a suitable old OS.

Don't have FSX installed anymore but the only thing that comes to my mind are thermals.

 

With the default weather and with Disable turbulence and thermal effects on aircraft unchecked, this seems to be plausible.

 

For testing simply check the disable turbulence box and try again departing from KIDA.

 

E.g. I always used KBLI as default airport because on very short final 34 there's a nice turbulence and thermal burble which destabilizes the approach.

I took off from KIDA in both the stock 172 and the Carenado 172N. I could barely managed 500 ft per minute...

500ft/min? Did you lean at all? Don't forget that the FSX/P3D mixture simulation is very unrealistic.

It's the same IRL. Most of the time you receive the arrival runway when starting your initial descent. But it does happen of course that the runway in use is being changed during your descent, even at a late stage.

When you know the runway, open the map and check the ILS freq and inbound track.

That's close to real world ops with an EFB. :)

I'm not sure what you would do with just a frequency list.

Without the inbound track and the correct FAP etc, such a list doesn't make much sense IMO.

All the approach charts are free available in the net, but since the FSX database is very old, there will be a lot of discrepancies when using actual charts.

Furthermore such a list would be very long.

If you want to fly e.g. at KMKE and KBOI why don't you simply check in the FSX map? There you will find the correct frequencies and inbound tracks.

That would be part of a correct preflight planning.

In order to maintain the glideslope, I have to reset the landing speed to 160 knots and this is at flap 30. A difference of 23 knots for a proper landing. Just wondering if the aircraft cfg settings are more in line with actual 757 settings than what I have in my other FSX aircraft?

If you are below MLW and you need 160kts to stay on the GS, the flight model is off.

What is the pitch attitude at 160kts? Should be between 0 and +2deg.

What's the stab trim setting? Some addons tend to run out of stab trim on approach and since FSX/P3D APs are only using stab trim for pitch control, they can run out of pitch authority at low speeds.

What happens if you start FSX without any hardware connected? If it's the identical full left problem chances are the AP is engaged.

Just watched the various attempts etc and there are quite a few basic inaccuracies concerning cockpit actions, aircraft animations etc. Interestingly the RA callouts all stop at 20ft just before the retard callout in all cases. Most likely this was intentional.

Read the CVR transcript and the retard callout did occur before the ditching

(which was stupidly forgotten in the Sully movie btw)

Not sure if this callout occurs IRL with the aircraft not being in the correct landing configuration and with the thrustlevers at idle.

Different voices and the famous Airbus 'retard' callout of course.

I've initially made a change in the plane's aircraft.cfg file (flap drag entry from 1.0 ----> 2.6).

If this didn't have any effect, can you confirm that the flaps are actually extending? The nose high attitude during the approach and the too little drag are an indication that they are still retracted.

The VFR approach altitude is an almost flat 500 ft AGL already from a long distance in my efforts to reduce the plane's speed before touchdown.

The speed is then between 70 and 80 knots, nose high.

The distance from the runway touchdown point can be as much as 6Nm.

Power setting: Idle.

Configurations: Full flaps and gear down.

 

I've initially made a change in the plane's aircraft.cfg file (flap drag entry from 1.0 ----> 2.6). The "Spoilers Available= FALSE ----> TRUE" edit in it's AIR file, seems to help as well.

 

Although 80 is a bit slow, it shouldn't descend in a nose high attitude. Just tried a payware Mooney with a very good FDE and at 80kts the nose should be still be a few degrees below the horizon with the ROD close to 1000ft/min. At 100kts the ROD increases to 1500ft/min

 

That's without spoilers. (At 80kts spoiler shouldn't have any noticeable effect anyway)

 

As mentioned by others, are you sure that power is at idle and the prop control full forward?

What's the RPM and MP at idle?

 

With the greatly increased flap drag she should drop like a stone. Not sure if you don't have altered anything else unintentionally.

Since the spoilers should not have any significant effect at such low speeds I strongly suggest to use the original aircraft.cfg for further tests.

 

Concerning the idle problem; suggest to try the default 172 for comparison.

 

@napamule2 the Mooney is practically a Cessna but with 2 engines???

Plus I just got a notification the FSX-SE will no longer run on Win 10. I removed the Beta mode on FSX-SE but still got the error.

Where did you get the notification from? I'm running FSX-SE beta and non-beta without any problems on my Win10 laptop.

Fairly normal because of engine torque.

With a CW rotating prop? Are you sure? ;)

So i am on the active runway with my Cessna and when i start to roll... the plane starts veering towards the right instead of going straight ahead...so annoying!...

 

Any tips suggestions as for why this might be happening...and a possible solution?...

Looks like you have a significant crosswind from the right.

 

With no wind she shouldn't go straight either, due the various moments she should actually turn to the left.

...should I edit the vertical speed time and pilot static sections...

No. vertical_speed_time_constant only controls the lag of the VSI.

 

If you are playing with the MOI numbers you have to be careful when reducing them. Once you are below the FSX calculated numbers you can run into serious problems, especially when on ground.

Where on earth did you get that idea?

CRJ_simpilot is correct. In case of a serious emergency you don't have much of a choice and there's no reason why this shouldn't be possible. Not all aircraft, not even all heavies, have the capability to dump fuel.

 

Furthermore the worst case for the tires and brakes isn't an emergency relanding, but a rejected takeoff at MTOW.

 

That said, specially with airliners this can be a very demanding maneuver and shouldn't be considered if not absolutely necessary.

 

As long as you are staying below the max landing weight, everything is ok :)

 

Mentioning weight was a good idea. I've seen too many youtube videos where people are flying around with 100% fuel, way over any limit.

Can you imagine how much 'fun' it is flying into Paris when ATC and French crews have this accent and speed? Additionally French ATC and crews are talking usually in French to each other. Maintaining situational awareness isn't even remotely possible for non French speaking guys like me.

...hold down both key buttons and watch the movement. It's not just one quick click. (This is 2D cockpit)

VC seat adjust is Shift+enter and Shift+backspace.

Ah, I see. Thanx :) But when using ctrl-q, not only the viewing angle drops, the whole 2D tilts forward as well!

 

I never need to adjust the seat height in the VC. If the default POV is too low I adjust it in the cfg file.

So say at 50 miles out you'd be at one speed, then at 30 miles out you'd be at another speed, then at 15 miles set the approach speed. Once you get used to this you can set your approach speed at 10 miles out.

The question is, how high is he at e.g. 50NM? At 2000ft at level flight, slowing down isn't a problem. If he's at FL200 50NM out, it will be difficult to slow down during the descent.

 

Nevertheless I wouldn't even think about slowing down 30-50NM out. Even with a heavy jet I can easily keep 250kts until 10-15NM out.

The approach speeds of some of my aircraft are extremely difficult to control, even with full flaps, gear down and engine(s) at idle.

What's the maximum rate of descent you can achieve with full flaps and gear down at e.g. 100kts?

 

For drag verification; Engine out glide speed is 92kts and the ROD should be ~800fpm