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lnuss

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lnuss last won the day on March 9

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  1. According to this site: https://gsplanestuff.com/products/telex-a-610-and-mrb-600-headset-technical-data-sheet-circa-1976 the data sheet for the MRB-600 was circa 1976. With a carbon mic, that's quite a likely time frame, perhaps near the end of carbon mics before the electrets, etc. were more common.
  2. As Phrog asked, what model- they made a lot of them. I still have one of their active noise canceling units from the '90s, model ANR-1D, an excellent unit I bought when I still owned a Cub. And as Phrog also indicated, they don't tend to do changes of aircraft stuff on a model year basis (just like ham radio), rather the development costs are fairly high to make them acceptable to the FAA/FCC and the sales volumes are very low compared to normal consumer products, such that they make essentially the same product for many years, perhaps adding a new model once in a while, but nothing regular. If there's a data plate you can look at you might get a clue, but with the actual model number (including any prefix/suffix) it might be possible to determine a range of dates when that model was made.
  3. Nice find Zippy- and for 9 Euros it's not a bank breaker either. And it's offset ILS seems to match the approach plates.
  4. OK, one more thing. I just fired up FSX for the first time in years (I use P3D) and sitting on the ground when I tune 108.15 I get no morse ID on that freq, no needle movement slewing side to side (should move with the aircraft that close to the localizer) and no other indication of any kind. Even the built in map doesn't show any indication of an ILS at that airport. So my conclusion is that the ILS was not installed at that airport in the roughly 2005 time frame (almost 20 years ago) when the FSX database was created. And it's certain that there are many, many other places and items that have changed in the last ~20 years, too, so it's unlikely that many approach charts are accurate today for FSX- real world changes are posted on NOTAMS and the changes on charts are reissued (in the US, at least) every 56 days. So perhaps you could find an add-on scenery that contains that ILS, but otherwise that particular one isn't available to you. You can fly other airports, however, and still get some valuable practice.
  5. You didn't mention a problem in your first post about locking onto the localizer, only about the DME not registering a distance. Not locking onto the localizer indicates that you cannot get a left/right needle indication and cannot navigate using the localizer at all. Or perhaps you are thinking of them a bit differently than what is there. In real life the DME is a separate device, copied from the military TACAN (Tactical Navigation) and is even on a different frequency band, than the VOR/ILS of NAV radios, so it has a separate receiver for the DME. But the DME receiver receives tuning information from the NAV radio and the design is such that the TACAN channel for the DME is slaved to the various VOR and DME frequencies, such that for i-LYDD the DME tunes to Channel 18Y. The only reason I'm bringing this up is to be sure that we don't have a confusion in our communications. In the Radios section of the aircraft.cfg there are parameters you can choose. The Carenado Baron 58 has this: //------------------------------------------------------------- [Radios] // Radio Type=available, standby frequency, has glide slope Audio.1 = 1 Com.1 = 1, 1 Com.2 = 1, 1 Nav.1 = 1, 1, 1 Nav.2 = 1, 1, 1 Adf.1 = 1 Transponder.1 = 1 Marker.1 = 1 and its ILS/DME works fine. Note the Radio Type help for the three fields behind the comment (comment is depicted by // before it). If the problem is consistent across several aircraft it may be an error in the scenery design, so if it's an add-on scenery temporarily disable that scenery and see if the problem persists.
  6. Yes it does- in fact one of the charts uses a DME arc, as the OP mentioned. Lots of info, including approach plates, here: https://airwaymap.com/airport/EGMD/charts Bob, have you tried setting DET (117.30) on Nav 1 then select R1 on the DME to see what happens, or setting Nav 2 to LYDD ILS (108.15) and DME to R2? Doing both should tell you whether the NAV 1 connection to DME is working properly. And have you tried an ILS/DME at another airport with both NAVs? For that matter, have you tried setting a VORTAC or VOR/DME into NAV 1 to see if the DME works? If NAV 1's connection to DME doesn't work in any of the above, the problem might be in the aircraft.cfg file in the radio section. You don't mention which aircraft you're using- perhaps try a different aircraft. Get back to us after the above troubleshooting is done if that doesn't help you solve the problem.
  7. Thanks Charlie. Perhaps I should have made it a capital L when I created that screen name, since so many seem to see it as a capital I rather than the lowercase l, but after 25+ years I've long since gotten used to it. But typefaces in use are as much to blame as anything.
  8. If you look back, PP posted a link, but not to Wayback. Zippy posted a link to Wayback- easy to get careless in which link is which...
  9. In fsx/effects, there are several files beginning with fx_snow, so it may be fx_snowspray.fx. I'd suggest that, rather than removing any files, that you rename it/them to something like fx_snowspray.fx.save, so that if you ever want to restore that you will have it.
  10. Is that snow on the ground in the background and foreground? If so, that may be the tires kicking up snow, not touchdown smoke.
  11. You may need to reorder the library entries, moving the ADE airport sceneries to a higher level.
  12. I wasn't trying to advocate an overhead approach for you (I would discourage it at this time), only trying to point out that the extra long final approach legs are not necessary and just using that approach as an example. When you're in the pattern at an uncontrolled field, you basically just make a larger version of the pattern you use with a Cessna, but you don't have to extend the downwind to 5 miles, perhaps a couple of miles to start with and practice until you can shrink that a bit. I know nothing about the "Xtreme Prototypes' Learjet 25" nor do I have a Learjet on my system. As I say above, just do a larger version of the Cessna pattern with a wider downwind, putting your gear down early for extra drag to aid in speed control and to get rid of your warning horn. Your problem isn't aircraft specific, unless they have a lousy set of flight characteristics for that particular version -- it's going to much the same for any bizjet or for a trainer such as the T-37 or the L-29, with mild variations depending on the specific aircraft.
  13. There are many other places that will allow that, too, traffic permitting, including the former Jefferson County, now Rocky Mountain Metropolitan near Denver.
  14. None of those videos you showed discussed the unmoving spot, though in the first one** you can see that, when they get to the runway (without mentioning the spot) that the VASI lights are approximately unmoving, and everything else is either moving up or down, and you seemed a little vague on your answer. Note that he comes down final a little to the right of the centerline until he finally lines up in the flare. This "sight picture" is extremely important for each aircraft -usually a little different for each type, as well as a change in the sight picture as you change airspeed or flaps. But regardless, once you've identified the unmoving spot and mastered using it, you'll reach the point where you just automatically recognize whether you're high or low and how to correct for it to reach the intended spot, rarely needing to consciously think about it- but that's only after enough practice using that spot. So just in case you're still not quite sure about seeing that spot, I'll reiterate what I said above; And as for the overhead approach that I mentioned, if you've ever been to an airshow with the Thunderbirds or Blue Angels or other demonstration teams, you've seen the jets come overhead, then one by one make a right or left break (always away from the audience) to a downwind, the a (often) circular base leg, then to final approach. That's what I mean by the longer finals being unneeded when in the pattern. BTW, this link lets you see a diagram and explanation of the overhead approach: https://www.cfinotebook.net/notebook/aircraft-operations/approaches/overhead-approach-maneuver It's far from a military only maneuver, though, and many people use it when appropriate, usually in getting a formation to land close together. ==================================================== ** I love the comment by the narrator in that first video that we teach people to land by teaching them not to land. Hold it 6" off the ground and let the aircraft decide when to touch is really a great way to look at it, for the actual flare and touchdown, but that doesn't help you judge how to get the aircraft to that point.
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