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FloggedHorse

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Posts posted by FloggedHorse

  3. Posted

    Australia has over 600 AWS's. I have tried on the OPUS forum to prove that Australia current AWS Metar's are available but I believe OPUS responded that it wasn't in the correct format or words to that effect.

     

    The Australian Government has plenty of stations Cheryl, they just don't provide access in a format that is more suitable to your operation. As an aside, I find it fairly disappointing that you won't allow potential customers to see what Metar's they are gaining access to. I have purchased OPUS very early in the piece and find the support quite simply to be the best out there in FS world, however this aspect doesn't seem to be in line with your usual open and frank customer service.

     

    Hopefully OPUS can make contact with Airservices Australia or the BOM to come up with a method of accessing the free METAR data in a more useful format.

     

    For those interested in current Australian METAR's go to the following: http://www.bom.gov.au/aviation/observations/metar-speci/

  4. Posted

    I was thinking something along the lines of Hoppie's ACARS(http://www.hoppie.nl/acars/) to be added for VATSIM for the ACARS system, and the "ACARS style" Flightplan / Wind uplink could be used with or without VATSIM. Hoppie's ACARS can be used with TOPCATSIM's TOPCAT program and maybe even the PFPX one also (unknown by me).

     

    These are just ideas I have had for the 777 / 747 v2 that would really wind up the immersion factor. I am not a dev, nor can I code. I won't be disappointed and I won't carry on about it. I'm simply trying to help these guys make a great sim even greater. Good luck PMDG, I'm looking forward to it, whenever it will be released.

     

    Cheers,

     

    Tim

  5. Posted

    Gidday Ryan,

     

    Could the flight plan not be loaded after a nominal delay? For example I plan the route using fsbuild / pfpx and save it in the /FLTPLAN location. Instead of using a stored route loading like we could in ngx, could we request route and the code has a random delay to find and load the route?

     

    Another feature would be to request winds? I have no idea how you could implement this however it would be a neat feature to have. If any dev could do it, it would be pmdg.

     

    Looking forward to it none the less!!

     

    Regards,

     

    Tim

  8. Posted

    Firstly, apologies about dragging an old topic up but how has AS2012 improved in this regard?WX depiction in Australia and NZ is usually quite unrealistic as a result of AS only interpolating between the major airports. Is this due to the weather sources not containing regional Aus and NZ METAR's? If so can these sources be expanded to utilise Airservices Australia METAR data? I am surprised (in ASE) every time I click on an airfield to see in the METAR remarks "interpolation" when I know that particular airfield has an automatic METAR station available.Looking forward to hearing a response from the devs of this great program.

  17. Posted

    Probably can but I fail to see why this 737NG setup is somehow "inferior". Clearly they do have FPV and while they don't have an AOA gauge they have perfect controlover speed which is an indirect way of controlling AOA. In civilian aviation military style AOA gauge somehow never rose to prominence. Perhaps (my speculation)civilian pilots must pay much closer attention to aircraft speed (Boeing, airlines SOPs strictly require it) than their military colleagues. "Whatever the IAS" has no place in civilian aviation.
    Your speculation is partly incorrect. I doubt your theory of "Whatever the IAS" would wash with many military pilots. Here are some thoughts I have regarding the difference of the two approachs to final approach management:
    • Speed and alpha directly linked together as a function of angle of bank and weight. After all the wing must produce enough lift to balance the weight in the various configs and attitudes. Basic aerody theory here.
    • Fast jet aircraft often recover in formations and recovering a high voulme of aircraft to an airfield is of utmost importance. So tight circuits is the order of the day. Tight circuits results in higher angles of bank to get around base. Up to 60 degrees of bank can be used whereas a Boeing or Airbus type would rarely use more than 30 degrees of bank.

    • Fighter aircraft are often much more sensitive to changes in alpha as they have a more aggresive (thinner) aerofoil to deal with supersonic flight. They are also reasonably light in comparision to the civilian jet counterparts therefore are suffer more from changable wind / turbulent conditions.

    • Many military jet aircraft are much more concerned about deck angle on touchdown due the fact that many are fitted with hooks for either naval ops or emergency situations. Rather then grease the jet on for passengers comfort many fighters simply reduce the rate of D enough to place the gear within limits and get the wheels on the commence braking. Fighters are too light to carry heavy deuty brake units around and most do not have reverse thrust / spoilers (although some do). As a result of all of this it is important to land at the correct alpha as this will result in ideal cable parameters and as alpha and speed are linked (via angle of bank and weight) the correct approach speeds will be attained.

    In practice the two circuits flown are vastly different however with the same result. To see it in practice, open your 747 and fly a tight circuit utilising the auto-throttle. Have the velocity vector on your PFD also. Dial in Vref plus additives and watch carefully how the attitude and velocity change around base whilst maintaining the same speed. The attitude will also 'raise' towards the pitch limit bars (yellow bars on PFD). Now to fly the way a fighter would simply fly another circuit (all manually this time) holding a constant alpha. You will note the speed will increase around base and angle of bank is introduced and the attitude will hold constant with reference to the pitch limits bars. Much more throttle manipulation is required in this case also. No person here was claiming either method inferior Subs was simply pondering the difference. Hopefully my rambling here will point out some key differences. Both methods result in safe landings and that is goal!!!Tim

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