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lnuss

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Everything posted by lnuss

  1. lnuss
    A nicely done article, Dick. It's obvious you did a huge amount of research and some careful record keeping, not to mention hunting down all of the nice illustrations -- it appears to be a labor of love. In the parentheses above, were you intending to put the morse code in? In the chart segment showing the Silver Lake NV radio range station, the A and N quadrants are nicely shown, with the A ( .- ) and the N ( -. ) also shown. And for those not familiar, when on course (one of the four crossing course) you'd hear a steady tone, because of the A and N blending together. Thanks for this great look back.
  2. lnuss
    You're right -- I've heard it. But it's still funny, and a good illustration too...
  3. lnuss
    I can't help wondering why I see this "solution" offered so often, by so many people. Uninstalling and reinstalling the program is a poor means of troubleshooting, for as much trouble as it is, and often doesn't work. For some of us it would take a week or longer to get it back the way it was, if we could at all. It should be a very last resort, at best. And FYI, my sim was installed when this computer was new (2010) and has never needed re-installation, though add-ons are abundant here, and this is in spite of the usual problems that we come across. Finding and fixing the actual cause of the problem saves a lot of time and trouble, in the long run. And there has generally been enough expertise available on this site to solve most any problem that isn't something that would require the original developers (ACES) to resolve.
  4. lnuss
    Thanks Nels.
  5. lnuss
    Yes, Tony gives us a good look at the earlier days. It's interesting that Tony mentions Arthur Hailey's Airport, which is probably the most accurate aviation movie I've ever seen, that is in terms of aviation details in the way ATC, aircraft and airports operate in real life (especially at the time). I've got the book, and the movie also is one of the few that actually follow the book very closely. Otherwise only a couple of Gann's books had a movie close to their details (The Fate Is The Hunter movie's only relationship to the book is the title). It'll be interesting to see the rest of his trip, too. Thanks Tony. Yes, the paper charts (including for IFR), E6B, plotter, etc. etc. etc. Narco still had some of the best (general aviation) radios when I started. Though I was general aviation, Tony's airline stories still bring back many memories, including parking a C-172 next to the Milwaukee main terminal and having a fine dinner with wife and friends, then departing back to Illinois that same evening- lots of neat stuff, even listening to the late night radio chatter around Chicago (I lived in Joliet). Wow! And I can still recall the early electronics E6B (Sporty's, I still have it) and checklists (I have one for the C-172, compliments of Sporty's because I was a CFI -- it's even labeled "Compliments of Sporty's" -- it still works too). And I still have my first GPS, a Trimble Flightmate (Model 19075) with 4 lines of LCD text that I picked up at OSH (1993), clumsy to say the least, but had a good aviation database, all just barely a start into the electronic age of aviation.
  6. lnuss

    Runaway prop rpm

    lnuss replied to jgf's topic in FS2004

    Yes, making an F aircraft fly well is an arcane art. Just in case you haven't come across it, the Aviation Formulary is an interesting site: http://www.edwilliams.org/avform147.htm
  7. lnuss

    Runaway prop rpm

    lnuss replied to jgf's topic in FS2004

    No, that 59º is at sea level. The standard lapse rate is a reduction of 2º C (3.5º F) per 1,000 ft of increased altitude, up through 36,000 ft. From there up to 80,000 ft the temp is somewhat constant around -65º F or so. So under standard conditions the temp at 30,000 ft would be about -46º F. Unfortunately the problems you run into seem to be what everyone sees (to the best of my knowledge) -- certainly my buddy kept telling me about that, and he spent the better part of twenty years chasing these things down and learning about them and it still took many, many hours of experimentation to get an aircraft to behave right, though some he never did get quite right. Apparently the default aircraft were not really properly figured out, but rather just adjusted (strangely it would seem) until they sort of worked (my impressions, not established fact), with no consistency, leaving others a mess to deal with.
  8. lnuss
    Wow! Thanks again, Nels, for bringing these back (and Tony for writing them). Tony's an excellent writer, and these three posts could almost make a book- great stuff.
  9. lnuss

    Runaway prop rpm

    lnuss replied to jgf's topic in FS2004

    OK. Have you checked induced (and parasite) drag (1204 in AirEd, flight tuning in aircraft.cfg) or sections 510-512? Or maybe you changed the parameters in aircraft.cfg -- I'm not sure whether the .air file takes precedence over the "new" fields in the .cfg file. You probably did check at least a couple of things in 510, since you made changes. And 511 and 512 are tables that I'd hate to mess with. Also, what were the temperature at your altitude and the barometric pressure when you tested? I ask because those published speed figures are for standard conditions*, or density altitude, and will vary in other circumstances, though the difference in real life might not be as great as you have found. This might not be much help, but I wanted to be sure you are aware of these things. It's been years since I messed with this stuff (my buddy was intensely into this), but I know it takes lots of patience and experimentation and that so many FS aircraft (both default and add-on) haven't had the time and effort spent to make best use of the FS capabilities, so you might be stuck with less accuracy than you want unless you're willing to spend days experimenting. Good luck. ----------------------------------------------------------------------------- Standard conditions= 29.92 Hg" at 59º F (15º C), with standard lapse rate.
  10. lnuss

    Runaway prop rpm

    lnuss replied to jgf's topic in FS2004

    What speeds ARE you seeing vs rated speeds?
  11. lnuss
    Nice- thanks for bringing these back, Nels.
  12. lnuss

    Runaway prop rpm

    lnuss replied to jgf's topic in FS2004

    One thing to think about is that, in the real world, there is only so much pitch change available, so that when the blades hit the stops something else has to happen. I don't know how that's represented in the sim, however. So maybe your changes cause it to try to exceed the power that the pitch changes can control. Remember, that control is not infinite. I recall the Stearman I used to fly that had a 300 HP Lycoming and constant speed prop, where after level off I'd set the prop to 2000 RPM (max was 2300), and once we got in a slight dive (and especially the steeper dives) the RPM would increase beyond the 2000 and coming out the back side of the loop, it would actually go past the 2300 RPM "limit." So those controls have limits in the real world, and maybe in the sim as well.
  13. lnuss
    Nice pix- I especially love the P-38s (my favorite), but all look great.
  14. lnuss
    Ahhh, a prototype for the 170C model, which was never produced, as far as I know. And then they made it a trike. Gotcha, thanks.
  15. lnuss
    Nice job. The ubiquitous C-172 has also changed its flying characteristics, to a degree, over the years. I thought that the straight tail versions were nicer and, in some ways roomier, than the later slanted tail and rear window models. In some respects I preferred the 1967 and before with the Continental engine, in spite of 5 less HP, but I think the fewer cylinders and other things about the Lycoming were advantageous in so many ways. I really hated to see those barn doors (flaps) go from 40º max to 30º max since you lost some drag when you really wanted a steep approach, though I do understand Cessna's reasons (some folks got in trouble with that extra drag). Another change that wasn't always for the better was going from the manual Johnson bar flap handle on the floor to the electric switch on the panel, though it was great when they added the 10º interval presets to the electric version. A couple of notes: The bare aluminum taildragger at 0:35 in the video looks like a Cessna 180, not a 170. I've never seen a C-170 with a straight tail like that -- they were all rounded. The L-19/O-2 Bird Dog was developed from the C-170, and the Fowler flaps were initiated there, then added to the Cessna 170B and later carried over into the 172. Thanks for the memories...
  16. lnuss
    Certainly that's true, Loki, and I often applaud it, but the box was so tiny that I missed seeing it the first couple of times I tried it (and it ever some up on anything else I had tried) and was getting frustrated, especially since the same browser in Windows didn't have that problem/feature, whichever you consider it to be. But finally I spotted it in the bottom corner. Gnome is getting so much better and so much easier to use that I sometimes forget (when in a browser) that it's still Linux, being more used to the shell in Unix (30+ years) and Linux than to the GUI.
  17. lnuss
    Curiously, though I can get to Spotify and list this podcast on my Linux computer (web page looks good), it refuses to play anything, but it works fine on my Windows 7 machine. Of course this is the first time I've ever been on Spotify and I haven't signed up (nor will I), but this is a strange difference, especially since I use Firefox on both. Addendum: I just discovered a tiny box on the Linux machine that says "Enable DRM" and clicking it lets the podcast play. I learned something new...
  18. lnuss
    I think you misinterpret what I'm saying. Although I described the Jaguar, most default and most downloaded (pay or free) aircraft in the sim exhibit this anomaly. To see what I'm describing, first get in the 6 o'clock spot view, then imagine what you SHOULD see as you make a turn, then establish a turn (almost any bank angle will do, 30º for example, but steeper shows it much better) and maintain level flight in the turn for at least 720º while carefully watching the aircraft's attitude. Watch the nose come up and the aircraft sink until (yes, even in a 20º bank) it will reach the ground if you maintain the bank angle and hold the back pressure long enough, trying to maintain altitude (really shallow banks make it take longer to hit the ground). Hopefully you'll recognize that you are seeing something that is not real world physics in action, and is even weird. It CAN be corrected in AirEd, but it is time consuming and needs a lot of patience and trial and error to do so. Unmovable and full aft are two different things. Non-boosted or minimally-boosted controls could, of course, easily be overpowered by the relative wind, but there would still be potential travel remaining. Of course in the sim you can't simulate a variation in stick pressures. BTW, try the same thing in the default Cessna, Boeing, Mooney, etc.
  19. lnuss
    OK, I've had a chance to fly this Jaguar briefly. I went to Edwards to fly it, given your comments that it mimics the typical long takeoff roll of early fighters, and flew it around for a few minutes. It looks good, and TrackIR lets me look around the cockpit very well -- seems fine. But in flight I have a couple of quick impressions of flight behavior: It shouldn't take full aft stick at 500 KIAS to pull 5 gs, and the rate of pitch change is abysmal at that point. Roll into a steep bank (70º plus) and pull back -- watch the nose rise (as if right rudder were applied, in a left bank) and the slow rate of turn. This is similar to most default FS aircraft (From FS98 through FSX and P3D too), and if continued for a full 360º turn (especially beyond that) it will result in nose being 30º to 60º above the horizon (in a 75º bank?) and with the aircraft sinking at an ever increasing rate. This typically can be fixed by adjusting the yaw parameters in AirEd, but it takes a lot of trial and error. And that often requires some other adjustments, too. I never did much of this since my buddy Mike loved making the FS aircraft fly like an airplane, but he devoted lots and lots of hours to correcting an individual aircraft. True- too stable, it seems to me, especially in pitch. These are very quick impressions, and I only flew it for a few minutes, checking a few things that I've known to be a problem in most downloaded (free and pay) aircraft, and it's far from a full evaluation, even the more simple ones I tend to use for new (to me) aircraft. So, neat bird, and will be interesting to have around.
  20. lnuss
    That's very true, but it's more than I ever expected to see for a sim aircraft. It's a great thing for simmers to see, though, as it gives them a small taste of the test pilot's world. Thanks for doing it.
  21. lnuss
    Very interesting approach to a "review." You've certainly done more than a review -- you've also done a nice dissertation on aircraft testing in the sim world. A nice job indeed! Thanks! Addendum: It loads fine into P3D V2.4, and looks mighty good- will check it further when I have the chance.
  22. lnuss
    Yes it does work, but as stated above it needs multiple licenses. In fact, using the LAN mode allows you to even go out on the internet and connect vi IP address directly to another player. Actually if the host is available on the internet, many people (the number is restricted by the host's configuration) can connect direct via IP address. In fact, this article, among other things, discusses how a friend and I did exactly that for over 20 years:
  23. lnuss
    I still think it's not a config problem. Did you ever confirm that you have no hardware generating a yaw signal? A rudder input (that's what causes the spinning) can and will do exactly that, and I think chasing config is barking up the wrong tree, unless you have pretty much guaranteed that nothing is generating a slight yaw input. As I said in an above post: It doesn't take much input so you might disconnect all of your flight controls, then if it still spins, try the arrow keys for yaw control to see if that will correct the spin.
  24. lnuss
    Great- glad you're getting some of them back, Nels- but since I didn't recall ever reading it, it was "new" to me, and enjoyable.
  25. lnuss
    Nice article. I'm not much of an airliner guy, but I rode a number of the 727s in the 70s and early 80s and they tended to be my preference. I liked their looks and I liked the obvious power and the comfort in the rear seats (near the galley), since I was a smoker at that time. I still think they are one of the best looking jet airliners ever. So thanks for this interesting look at them. I'm looking forward to the continuation of your well written article.

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