@Delta558 Thanks again. The next day, I was able to select "Ready for Takeoff," and discovered that means "Eventually . . . ."
If you wait a while, all 4 engines spool up. So now at least I can get off the ground.
I'll try again later to do a cold start.
BTW, notwithstanding p. 57 of the Manual, saving a flight does NOT save the panel state. Yesterday I saved a flight at 32,000.'
When I loaded that scenario today, I was at 32,000', but no engines on, and the landing gear extended!
Thanks for that - it works. I feel slightly stupid now for not working that out myself!!!!!!!
Just another question if that's OK! When I load the Duchess I get a "crashing" sound - is this normal? This doesn't affect anything else and the aircraft flies fine, so I'm happy to live with this initial noise but just curious as to what might cause it?
I have installed with the new V5 installer, but have an issue with the glass.
When you look down on to it no problems.
However against the sky and background it is doing this.
Also having the same trouble with the Tornado.
Have I missed something or is it a known issue?
Done to death beforehand on the old forum and over at Avsim. We had plenty of real-world Arrow pilots involved, both initially and then joining in for the initial SP. One (and only one) was adamant that there should be a strong nose-up pitching on flap extension, the rest were insistent on a fairly stable / nose down tendency. The POH doesn't help, mentioning pitching but not stating which way, but it does say that it can be easily held by hand rather than needing trimming out.
I seem to recall discussions on PPrune as well as among our testers where the same aircraft was accused of pitching either up or down, dependant on who you listened to. It's been a long time since I worked on these files, but I think that what was settled upon was a very slight upwards pitching on flap extension but that the drag created (and resultant slowing of the aircraft) would pull the nose back down.
It's a really difficult situation, there is no 'black and white' definitive answer to your question, only about ten pilots / owners who would each give their own fairly in-depth description and what we ended up with was what you have.
I did, but obviously they did not get the point, simply telling me that the effects are installed into the main P3D effects folder. Which is plain stupid to have either an add-on.xml pointing to an empty or non-existent effects folder and instead installing the effects into the root directory if the plane is basically using the add-on.xml method. Sorry to say, that is just lousy coding... Fixed the add-on.xml myself by simply removing the Effects part, but come on...
Just wondering if we can expect support for P3Dv5 any time soon.
I just did an experiment where I copied the folder from the v4 add-ons folder to the v5 add-ons folder and it caused a CTD when V5 tried to load the aircraft.
Oh yes, and the GPS (Shift+2) will display, but cant turn the unit on, I guess due to the no electric as above.
Out of interest I have this plane installed using XML method, which seems to work well for all my other JF planes. I used a dummy folder, as this older type installer does not do XML method. Would that have effected my install?
The TFR is a bit of a bodge - always was on the old RAF Tornado. I seem to remember it can over-correct. We'll definitely look into this as part of the F3 development*. It may be unfixable, but we'll see.
*The F3 doesn't have TFR but we will still be under the bonnet on Tornado code in general.
FSX, Just Flight, L 1011Tristar, Macau to Kai Tak Hong Kong.
I made this as a reference point, for the Just Flight, TriStar, autopilot use. ILS 111.95 88, Stonecutter 236, Hong Kong 377. Scenery is, Kai Tak 3D, but I've lost the grass surrounding the runway. Using the ai flight plan will disable all other flight plans, so I removed it (or modify it). VRef 145 + 5 = 150 kts.
Now that I'm home from work, some further reading on this:
*(Note: John Deakin flew C-46s for Air America in SE Asia)
The one thing the C-46 is really famous for is lousy directional control on the takeoff and landing roll. Its rudder is extremely ineffective at low speeds on the runway, even after the tail is up on takeoff. Even under ideal conditions with the wind right down the runway, or with no wind at all, the airplane might suddenly, for no reason whatsoever, head for the side of the runway rather briskly. If you slam in full rudder to stop it, that rudder is totally ineffective. The only solution is to yank back the opposite throttle to stop the nose. And when the nose starts back, you have to get the throttle back up again to get the beast under control. That particular quirk has bitten more potential C-46 pilots than anything else.
The C-47 doesn’t have the same problem. The rudder area on the C-46 is about 30 percent of the vertical surface area, leaving about 70 percent for the vertical stabilizer. The C-47 is reversed, giving it better directional control than the C-46 at low speeds.
Also, the C-46 is a very fat airplane, so when it’s moving down the runway the fat fuselage blocks a lot of airflow over the vertical surfaces. The small rudder doesn’t get much airflow, which limits its effectiveness. The C-47 has a much narrower fuselage, which allows more air to flow over the vertical surfaces, and it has a larger rudder to boot.
You can easily taxi a C-47 at moderate speed, 10 knots or so, and have rudder control with the free swiveling tail wheel. The C-46 rudder has absolutely no noticeable effect when taxiing.
The C-46 has monstrous ailerons, consequently the adverse yaw effect is much greater than on other airplanes. The result is that if you roll the wheel to the left for a left bank, the nose actually goes to the right if you don’t apply a fair amount of rudder to resist it. In most airplanes on a crosswind takeoff, you use the ailerons into the wind to help a little bit. With the C-46 it’s absolutely crucial to use the aileron very heavily to roll it into the wind.*
(taken from the CAF website).
I was flying this last night. Gear handle does have 3 positions. Fully up is "Retracted" Fully Down is "Extended" and in the middle is "Neutral". While Taxiing the handle should be in the "Extended" or fully down position. When you raise the gear you need to put it back into "neutral" afterwards.
The above was working for me last night.
I did have problems with the Autopilot and VS speed adjustment though. Once I got to 10,500ft, the VS Speed dial stopped working. So i'm stuck at 10,500ft unless I take of auto pilot and do it myself.
Idea 1: https://community.justflight.com/topic/2/sticky-technical-support
This is not a support forum, using capitals will not make it so.
Idea 2: I haven't seen a pink Canberra cockpit since early release days (and that was several years ago now). You may find suggestions / answers in the archived old forum.
Idea 3: Nice setup, slightly jealous, but I think (and I'm really stretching the memory cells here) that the pink was to do with loading times - does it do the same if you try and load the VC in a single monitor?
Other than that, I'm out of ideas (not a tech person, just flight dynamics) - hopefully your support ticket will get a more detailed response, because the PR9 cockpit (both real and VC) is quite 'snug' so the peripheral vision you've got going on there will really suit it.