Greg B - 903254
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Posts posted by Greg B - 903254
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Thought there was a VATPAC policy against hijackings.
No worries, I'm basically finished anyway.
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Thanks guys,
I'll upgrade the RAM first I think as that's the cheapest option. I was thinking of P4 3GHz and Motherboard today but it might pay to invest that money in a video card. But lets see how the RAM goes first as my main issue is the textures loading every time I look out the window.
I'd be takiing out to a runway and look left and right for traffic and have five or six half second pauses to load textures each time.
Driving me crazy!
Greg
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TRS 80????? What the hell is that!!!
I remember the VIC20, C64, Amstrad CPC64, a some other thing I can't quite rememebr the name of, it might have been an ORIX or something.
Anyway, David I remember the sublogic FS1, but I had it good, I at least had an XT with CGA 4 colour graphics.
Whatever did happen to that WWI battlefield flight they had then?
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Hi Guys,
Since the start of daylight saving I have noticed some definate FPS deficiency in my PC when running FS9.
I routinely see a frame rate of 10-14fps with my current graphics settings (not maxed, but still looking nice) which is really starting to hurt, especially when FS loads textures. I hadn't noticed this before because most of my flying was done at night which was less of a struggle for the old PC.
I currently have an Athlon 2400XP with 512MB RAM, GeForce4 4400Ti with 128MB of video memory.
I have a few options, I can go video card or CPU (3200XP) and RAM (another 512MB), I can't afford to do both.
Which one would you recommend I do to gain performance in FS9. Also, if I should be getting better performance with this setup, please let me know and I'll try some tweaking.
Thanks in advance.
PS: Is there anyway to prevent FS9 from having to load textures all the time as this is my main concern. That is, you look out the right hand window and the whole thing chugs while it loads the interior and exterior textures. THen 5 minutes later you do it again, and it has to load the interior textures again!
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Hi Nick,
Netspace user here. Never had an issue with them. Always get friendly tech support when I ask (which is not needed often). Been with them for nearly two years now and only had one decent network outage in that time, which is more than I can say for Bigpond (I was with them before I switched).
Would highly recommend them. They are not the cheapest out there but their service is what counts and I believe it's second to none.
Greg
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Now there's an idea.
I have been to a few of the trade days in the past and they are just as good as the public days, without all the hustle and bustle.
If a rep from VATPAC were to contact the organisers, I'm sure it wouldn't be that hard to get allocated some passes. Guess the question then is how do we distribute them fairly.
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When is the release?
Can I have a Beta?
Couldn't resist.
Serious question.... This was probably answered at the convention but does SB3 eliminate the problem of other aircraft landing 10ft below the runway?
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"The VATSIM universal UNICOM (122.80) will continue to be used at airports in Class C airspace where in the real world ATC is available 24 hours a day."
Ok now I'm really confused :confused:
So if the airport you are approaching/departing is normally a Class C control area, it's UNICOM. But if it's elsewhere, use the MBZ/CTAF??
This is really not very well covered in the training documents guys and the real world documents are a little misleading in terms of what to do when ATC are not "online".
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Hi Sean,
I agree with your system, perhaps some of the powers that be can give us a better indication of what is expected to maintain IFR separation in a non-ATC environment.
Also, on the subject of MBZ and CTAF when there is no ATC present above us I have often thought to myself, I should make a taxi call on the MBZ but the aircraft that's 20nm away shaping up for final and (incorrectly) on UNICOM won't hear it. Maybe it is better if I make my call on UNICOM so the other aircraft can hear me and my call is worthwhile.
I'm talking taking off from major airports where their will likely be traffic but there is no ATC. This is different to real life because at major airports there is always ATC and at smaller airports there is usually "some" ATC. But for us there is often none at all.
Some guidleines on these issues would be useful. Most of our guidelines are based on real world stuff where this circumstance just doesn't happen.
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Thanks Andrew,
In that case I think that needs to be given some exposure because the number of taxi calls etc that are made on UNICOM is astounding.
I in fact thought the answer was MBZ but due to the number of UNICOM calls I thought I'd clear it up.
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Hi,
So to follow on, if departing from a regional airport (say Albury) when there is no ATC online. Should we do our broadcast on UNICOM or on the YMAY MBZ frequency?
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Hi Guys,
I've been noticing the last couple of days my 2D cockpit flickers from time to time. I thought it might be video driver related but an update there didn't help. Anyone had this before? I'm using FS9.1 with AS2004 and SBRelay running in the background.
Also, how many people out there use FSACARS? I tried it today and noticed a huge hit on my frame rates, is that normal?
Greg
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Can someone from QVA Management please PM me??
I'll reply with my question, can't find anywhere on your site where I can actually make contact.
Thanks
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A topic on one of the other forums reminded me about a question I wanted to ask that came up in a couple of my ATC shifts. Its in regard to MSA and clearing aircraft for an approach.
I'll use the YMML 16ILS approach as an example.
The MSA to the north of the airport between 10nm and 25nm is 4500ft, inside 10nm it's 3300ft. However an aircraft on the NAREL2 arrival according to the chart can be anywhere down to 3000ft before turning to pick up the localiser (at which point it is still at least 10DME). I realise that once an aircraft is cleared for an approach, they may descend to whatever altitude that approach calls for. But at what point does the approach requirement start to override the MSA requirement?
In other words, how do I know when it is safe for me to clear an aircraft below the MSA for the approach?
Greg
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Hmmm not sure about this one.
Are you connecting Fs2004 to SBRelay via the FS Multiplayer screen first?
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Yeah, I have the 2004 YMML addon but I don't run it for the FPS hit it gives me. It's a shame really because even with some of thwe detail turned off, it still looks really good but of course when you turn the detail on Melbourne, you're turning the detail down everywhere else too.
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HI Rob,
Thanks for that, I noticed you were watching last night:)
The reason I thought a hold would help was that the lead aircraft was already a long way in front. I don't know at what stage you logged in but initially BSV2 called with hydraulic failure and wanted priority landing at Adelaide. At that stage, he being the lead aircraft, I gave it to him as I didn't see a problem as I could do whatever was needed with KNT544.
I half expected the next call to come when Norman called the PAN followed by the mayday for his engine failure. At that point Norman was 30nm on a slight diagonal behind Steve. I immediately started to work out Norman's speed to make sure I could open the gap between them. I also advised Steve that I may have to revoke his priority clearance but since they were 40nm separated by TOD I decided based on normal descent profiles that they should have 20nm separation by the time they were turning final. What I didn't count on was Norman's excess speed on his descent which closed the gap much faster than I expected.
Ideally I would have been better off delaying Steve to allow Norman a clear approach, but the best way (I think) to delay Steve by what would need to be about 60nm is a holding pattern.
Which leads to my question....
At several times through this approach I wanted to ask Norman to squawk normal again (he was squawking EMERG), because I could not see Norman's Radar ground speed. Can I do that? I knew his condition was an emergency, did he need to continue with the squawk code? Is this a drawback of ASRC that the EMERG tag section replaces this important information, or is that the case on a real life scope as well?
Thanks
Greg
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Hi Norman,
Yeah I could have made up an excuse and logged off if I wanted to but I saw an opotunity to have fun and learn some as well so I satyed on and stayed with you right out to Adelaide. At the begining I was not going to stay with you for that long.
I have been reflecting on it over night and have been wondering what you would have done in the same situation.
I think if I had my chance again I would have put BSV002 into a right hand hold at MAXEM to allow you to get ahead of him. I'm sure as soon as I did that Steve would have come up with something to get out of the hold and back on track but to be honest a hold didn't occur to me last night.
Can you also explain to me your reasons for the steep descent profile into Adelaide, is this normal engine out procedure? I think that also caught me out as your speed increased to 300kts while Steve was plodding along getting everything slowed down with bad hydraulics. When you started your descent your 40nm behind him and on final only 6nm behind him.
I don't have a strong flying background so these are some of these things I am/was unaware of.
Greg
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Hi Guys,
Just wanted to say thanks to Norman who made my 3rd stint as a CTR controller a living hell!
And a big thanks to Steve his partner in crime also. You have both taught me some valuable lessons. Particularly, when KNT544 comes online and can possibly play some games with other traffic, LOG OFF!!!
I'm gonna go cry now.
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Thanks everyone. And special thanks to the guys who do all the testing. With so many epople in the last few weeks taking assessments, the guys who give up their time to ask the questions need a mention!
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COOL!!!
Now all we need is a live radar feed!!!!!
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Hi,
I just took off from Avalon in an A320 and found a disturbing difference bwteen what was happening in flight sim and all the METAR/ATIS data I could find.
The VATSIM METAR (1hr old) said winds were 040/6, AS2004 (half hour old) said 030/7, the website http://www.rwy34.com (4 minutes old) said winds at YMML were 030/4, yet in FS2004, the windsock at YMAV confirmed what my gauge in the cockpit was telling me, wind at 150/12.
I started the sim with clear weather and minimum weather defaults selected.
Can anyone explain this?
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HI Andy,
I fly the 717 more than th A320
but I don't have the Perfect Flight one. The freeware one from the VA's website with a decent panel (with some minor modifications of my own) is good enough for me.
Thank you
in General
Posted
from a newish guy.
Ditto! I belong to another online community that doesn't show the same appreciation this one does so I'm always willing to say "thanks!"