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*** ACS MD-11 PANEL FOR FS2004 *** VERSION 2.47 / May 2004 ***
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FOREWORDS OF DOC AUTHOR (Alain Capt)
------------------------------------
To really get 100% of what this sophisticated package has to offer, please
take time to read carefully this documentation. I know you may suffer,
with my "Frenglish" and the abundance of informations, sorry about that!
It take, to the french-speaking guy I am, a considerable time to build
this documentation. But it contain ALL WHAT YOU NEED, to master this
panel like I master it myself. Therefore, be patient, come back to it
often and you will soon be a great virtual MD-11 pilot !!!
DESCRIPTION
-----------
This package allow to install/uninstall the ACS MD-11 2d panel for FS2004
automatically on the following specific MD-11 models:
- Mike Stone MD-11 model(s)
Identification: ".air" filename = "md11.air", ".air" file size = 10015.
- iFDG MD-11 model(s)
Identification: ".air" filename = "MD-11.air", ".air" file size = 8336,
plus the fifth and the sixth character of the ".mdl"
filename for the aircraft model type.
This, with the help of a powerful custom "Install.exe" program.
"Install.exe" program take care of all problems. With a simple mouse click
you will link the panel to the aircaft installation. "Install.exe" will
backup all original data's, then it will edit all required aircraft files,
according to the adaptation required for the specific model.
"Install.exe" can also install into the aircraft directory the appropriate
version of ACS LoadEdit for the MD-11 (payload editor), choosen by the user.
Finally, "Install.exe" can restore your aircraft directory to the original
state with a simple mouse click, at any time.
PRELIMINARY REMARKS
-------------------
ATTENTION !!! This panel require the Microsoft FS DLL "GPS_export.dll".
version 9.0.0.30612. This DLL is an official part of FS2004 system, which
is installed when you install FS2004. But if you have installed in FS2004,
other addon's (E. Martiano A320 panel is one of them), developped for
previous versions of FS, this original FS2004 DLL may have been replaced
by an older and non compatible version. If it is the case, you must
re-install the FS2004 original version, if you want that all functions
of the "map vector graphic" gauge, are working properly.
ATTENTION !!! New auto-pilot interface. please read how work the new
interface in chapter "AUTO-PILOT NEW INTERFACE".
ATTENTION !!! To work properly, this panel MUST BE INSTALLED on host
SUPPORTED MD-11 aircraft, with the "install.exe" program included within
this package. This program will not only make "aircraft.cfg" file fully
compatible with the panel, but will also tune the flight dynamic. Read
"TUNINGS" chapter for more details.
IF YOU DO NOT RESPECT the previous point, the panel will most probably
have several malfunctions. The reason is that panel rely on certain
parameters settings within the file "aircraft.cfg", which might be
missing or set to a different value. The auto-landing feature is also
only certified with the flight dynamic tuning and will not work as
expected, with other flight dynamic models.
ATTENTION !!! If you want to get the 100% of this package, it is also
important you respect all the flight simulator settings as described
into chapter "OPTIMUM FLIGHT SIMULATOR SETTINGS".
This panel DO NOT REQUIRE the installation of FSUIPC module, except if
you want to have the TCAS function. But in this case, you must own a
registered version of this module for the TCAS to work.
If you encounter abnormal simulation behaviors, before to call my help,
read chapter "TECHNICAL INFORMATIONS" to be sure the explanation of the
problem is not here.
This panel has been designed to work in full screen mode with 1024x768
resolution.
INSTALLATION
------------
1) Unzip into the installation root directory of your FS2004, with option
"Use folder name" activated (IMPORTANT !!!).
File: ACSMD11panel_xxx.zip.
REMARKS: "Use folder name" is an option ANY "unzip" tools has. When
activated, this option will allow the "unzip" tool to build
the destination path for all unzipped file(s) with the
initial "unzip" path you specify (in our case: FS2004 Dir)
PLUS the path specified for each file into the archive (in
our case: all locations where should our files go, like
"Aircraft", "Gauges, "Sound", etc...). For your information,
Windows XP embedded "ZIP" tool is set this way by default.
To access it, select the "ZIP" archive from within your file
Manager "Explorer". Right click and select the option "unpack
into..." (or equivalent). With the wizard tool, select the
main FS2004 directory and unpack.
Unless you are a FS+PC specialist, avoid to do this operation
into a temporary directory instead of the FS2004 directory and
then, install yourself manually the material into your FS2004.
Almost 100% of E-Mail I receive from peoples saying: "I don't
understand why it does not work" have used this method and
realized an incorrect manual installation.
2) Go into the "Aircaft\ACS MD-11 panel" directory and launch the program
"Install.exe" you will found there.
Click on the button "Choose MD-11 aircraft" and with the requester
which will open, seek into FS2004 aircraft directory, the root
directory of the MD-11 aircraft you want to set the panel for and
then click the "Open" button of the requester.
If the aircraft you have chosen is recognized, the "Install" button
and all suitable installation options selectors will be enabled.
Select or deselect the tuning option "Realistic brakes" (If enabled
you will obtain a realistic maximum aircraft deceleration, when you
press continuously joystick trigger, instead of maximum theoretical
brake power, which never can be applied all the time in reality).
Select the appropriate ACS LoadEdit version or deselect this optional
installation if you prefer.
Finally, click on the "install" button to install the panel.
REMARKS: If the aircraft is not recognized, you won't be able to
install the panel.
ATTENTION !!! some iFDG aircrafts package might be recognized
not as expected. This IS NOT THE FAULT OF INSTALL.EXE. The
reason is the package DON'T USE THE APPROPRIATE 3D MODEL file.
If the panel was already installed on the selected aircraft
the "Uninstall" button will be enabled instead. If you click
the button, the aircraft will be reversed to the original
state.
"Install.exe" is compatible with aircaft installation with
more than one livery (multiple [Fltsim.x] section), as far
as only one single panel directory named "Panel" exist, all
versions use the same recognized "AIR" file, all versions
use the same "model" for Mike Stone or Overland aircrafts
or mutually compatible models for iFDG aircraft and finally,
a same "ui_type" definition.
See chapter "INSTALL.EXE TECHNICAL INFORMATIONS" for more
knowledge on the behaviors of the "Install.exe" program.
3) I warmly recommend that you download and install too, all available
optional sound packages.
4) You can learn into chapter "INSTALL.EXE TECHNICAL INFORMATIONS", a
method to allow the installation of the panel, with this tool, on
any other unrecognized MD-11 model.
WHAT'S NEW IN FS2004 VERSION
----------------------------
This version goes far beyond a simple adaptation to FS2004 of the
previous package "Swissair MD-11, rhe full package". Apart numerous
gauges corrections to make them compatible with FS2004, the panel work
now with all required FS200X internal variables and fully support all
Microsoft navigation systems.
Pratically, this mean you can now fly with this panel totally like with
a Microsoft aircraft, taking advantage of all Microsoft features, like
ATC, AI, Garmin GPS, Microsoft flight planner. You will even have the
choice to use either ACS-GPS navigation or standard Microsoft navigation.
On previous versions, it was possible to call the Microsoft GPS map,
but navigation with this GPS was not supported. Now you will found the
required GPS/NAV button, to link the autopilot to the Microsoft GPS.
But if you prefer, you can also use ACS-GPS, because the Data Manager
upgrade, included in this package, allow you now to import FS flightplan.
The new ACS-GPS V4 gauge, also included, will anticipate waypoint turns,
in order to better stay on the airway (see after for more details).
The Flight Director (FDI) used is now the internal Microsoft FDI, But
because the old ACS custom Flight Director remain much more accurate
for the following of an ILS approach path, the ILS mode of this old
FDI remain and is implemented as a suplementary and optional "EFDI"
(enhanced FDI) mode.
The NAV light button on upper panel is now a true NAV light button (will
only lit aircraft navigation lights) and is placed on the true aircraft
location. Lever button previously used for "NAV" become "Taxi lights".
A new separate "Panel lights" mouse spot is implemented on the ovoid
button which allow to set panel light in the true aircraft.
Upper panel also implement now true "Beacon lights", "Logo light" and
all three engines "Anti-ice" button.
All gauges are now linked with appropriate FS200X variables, when it
is possible. The best example is the "Battery power" variable. Now, if
you switch off the "battery", the internal Microsoft battery will also
be switched off. This mean, for example, that all external lights will
be off, ATC will be off, Garmin GPS screen too, etc...
This version even solve the terrible "exhausted battery problem" which
still exist in FS2004, because this version still do not offer an APU
nor an external power source. This is done WITHOUT requiring FSUIPC
module to artificially maintain the electric power. My APU has become a
true APU with a very tricky programmation, which use engine No 2 in an
"hidden" very special way, to make it the missing APU. So now, when you
start my APU, electric power will be furnished and you will even have a
small fuel consumption !!!
With the new "BUS" voltage indicator, you will be always able to check
the actual available voltage. If you don't start APU, you will see this
voltage going down quite quickly. When tension goes under 20 volts, the
indicator color will turn to yellow. It will turn to red colors at 17
volts and if you still don't start the APU, at 16 volts, you will loose
power and have no other solution than to reload your flight !!!
Aircraft implement now "payload stations" and all weight characteristics
are nominal to the true MD-11 aircraft. A payload editor program is
included to allow you to edit the default payload configuration in a
very convenient way (see chapter LOADEDIT PROGRAM for more details).
For now, all "payload stations" do not influence the center of gravity
(just allow to play with different weight configurations, involving fuel
load and payload). Influence on the center of gravity will be perhaps
introduced in a futher upgrade, if I succeed in implementing a fuel
transfert to balance the aircraft, like in the reality.
To insure compatibility with the fact payload can now vary, computer #1
has a new page to set the ZFW (Zero Fuel weight) parameter, given by the
payload editor program.
Auto landing code in gauge "ACS.Autopilot-MD11.gau" was fully rewritten
for more fine control and better aircraft behaviors during rounding and
flare phase. Even the landing of front wheel is controlled.
All automations which occur just after landing (retro-thrust start/end,
auto-brake activation/desactivation, airbrake closing, flaps/slats auto-
retraction) rely not anymore just on timers, but on the real conditions
who would command them (aircraft pitch for retro-thrust & auto-brake,
activation, speed borders for retractions, etc...).
Auto-pilot implement now a flight level change vertical navigation mode,
which allow to climb with a constant speed + N1 turbine ratio, or descent
with a constant speed with idle throttle (read chapter: "AUTO-PILOT
FLIGHT LEVEL CHANGE MODE").
Auto-pilot user interface is also redesigned: speeds, heading and
altitude settings are fully changed. The new interface use only buttons,
with realistic commands. This mean you can now turn buttons, in both
directions, with two increment ratios depending if you use left or right
mouse button, including the repeat function if you press continuously.
Finish the nightmare of the increment ratio changing suddenly during
repeated commands. Like in the reality auto-pilot display now for these
parameters a preset value and not anymore the actual active value.
A new mouse spot in the middle of the button allow to activate the
preset value or set the preset display to the actual active value.
Panel include now a map vector graphic gauge, which display the flight
plan loaded into MS Garmin GPS. This map gauge will also display traffic,
and Weather data, thanks to TCAS & WX Radar functions also implemented
(these two functions will only work if you have a registered version
of module FSUIPC). For more details, please read chapters "MAP VECTOR
GAUGE", "TCAS FUNCTION", "WX RADAR" and "HDG-TRK MODE").
Pushback gauge has been modified to use now the FS internal pushback
commands instead of the "slewing mode" (see after for more details).
Both security altimeter & attitude "standby gauges" are now linked to
the power and therefore don't stay lit all the time. At last, we have
a fully dark cockpit, when power is off !!!
Panel also feature now a custom night enlightment.
VERY IMPORTANT !!! This panel is designed with a "pixel to pixel" technic
and require therefore a screen resolution of 1024 x 768 in full screen mode
exclusively, to render 100 % accurately everything. In this mode, you will
be able to read clearly and without any problems, even the smallest text
label. Using the panel with other resolution (even larger) or in windowed
mode will lead to inferior results.
Pay attention the outside view is sized correctly. This is important with
this aircraft, if you want to have a correct outside view feeling. Zoom
factor is also very important for real outside look feeling. It must be
set to 0.75 for optimum results.
The dynamic flight model expect your joystick is calibrated the following
way: Control Surfaces gauge tips reach full scale almost exactly when your
joystick also reach his own full scale.
The dynamic flight model is also optimized for the following FS flight
realism settings:
Cursor "General" full to right
Cursor "P-factor" full to left
Cursor "Torque" middle
Cursor "Gyro" middle
Cursor "Crash tolerance" middle
Other realism settings are to your taste except you must avoid to use
option "Display true airspeed" and should use instead the real world
setting: "Display indicated airspeed".
!!! ATTENTION !!! This panel DO NOT support metric setting for altitude.
ACS-GPS
-------
This package will either install a minimum ACS-GPS version 2.10 or upgrade
a pre-existing installation of ACS-GPS the following way:
New version of the Data Manager:
This new version allow you to import flightplan in FS Microsoft format.
When you select "Load Program", the standard file requester support now
an additional format "MS flightplan (*.pln)" which you can select with
the file type pull-down list.
To load a Microsoft flightplan you have generated with the FS2004 flightplan
manager, select this new file type, go to the directory where your plans
are saved (generally "Documents\Flight Simulator files") and load the
desired flightplan.
New version of ACS-GPS V4 gauge:
This gauge, devoted to the MD-11, has the following enhancement: When
flying in the "Tour" mode, the automatic switching to the next leg will
not anymore occur when you fly just over the waypoint. The switching
will now be anticipated in function of the turn to make (angle of turn)
and the speed of the aircraft, in order the aircraft to better stay
on the airway.
!!! IMPORTANT !!! Technical warning:
Avoid to install a version lower than 2.10 of ACS-GPS package, after you
will have installed this package, or you will loose the enhancements
just described.
LOADEDIT PROGRAM
----------------
If you install it, you will found into the aircraft directory a program
called "LOADEDIT.EXE". This program allow you to reconfigure all stations
load in a very convenient way, by simply setting the number of passengers,
plus cargo and baggage. The program also calculate for you the maximum fuel
load you can use with the configuration you have set, to respect MTOW. It
can work either in [lbs] or [kg] units.
This program must be used BEFORE to load the MD-11 aircraft, if you want that
your settings are taken in account for your flight.
On this matter, notice that you can use new internal FS2004 "playload editor"
feature to modify these settings, even if I do not recommend this, because
this function allow to set totally unrealistic weights. You should know that
if you use it, the modifications you may do, will NOT modify original settings
made into "aircraft.cfg" file (and edited with LOADEDIT.EXE). New settings
will just affect your actual flight.
You must also use the setting page "Weight setup" of MD-11 "computer #1"
to set this parameter to the value indicated by "ACS LoadEdit" program.
Missing to do that may lead to incorrect speeds computation, speaking of
indicated takeoff speeds (V1, Vr, V2) and lower admissible speed (PFD red
speed band).
ZERO FUEL WEIGHT MANAGEMENT (ZFW)
---------------------------------
This parameter, which depend on the actual embarked payload, is obviously
capital for all weight dependant parameter computation. It must be set in
the page "Weights setup" of computer #1 (left side computer).
You can toggle between both computer pages with the most upper-left key of
the computer #1 keyboard (under the computer screen).
In the "Weights setup" page, you will see, three parameter lines.
In the first line, the actual EW (Empty Weight) setting. For simplification
purpose, it is not the value which is indicated, but instead, the MD-11 type.
First three characters indicate the MD-11 type. "PAX" for the standard MD-11,
"CBI" for the "Combi" or "CRG" for the "Cargo". Then you can see two characters
which indicate the engine type: GE (General Electric) or PW (Pratt & Whitney).
Any mouse spots on this line allow you to change the setting. The computer
will, of course, internally select the appropriate empty weight.
The next line indicate the ZFW (Zero Fuel Weight) and allow you to set this
parameter exactly like you would set a radio frequency. You can increment
and decrement value by either "thousand" or "ten" steps. Setting range
value is limited down, to MD-11 empty weight and up, to empty weight, plus
the maximum admissible payload for this MD-11 type.
The third line always indicate to you, the corresponding total payload weight
for the actual EW and ZFW settings. This indication is very useful to check
that the same FS parameter you can found into the menu "Payload & fuel" has
the same value as it should.
If you click any setting spots of this third line, you will reset the ZFW
to the following default value: (payload + 100% fuel capacity = MTOW).
Both numeric lines indicate their values in the unit the simulator is actually
set for. This could be [lbs] if FS International unit is set to "US system"
or [kg] if set to "Metric".
!!! IMPORTANT !!! Technical notes:
Last EW and ZFW settings are always saved into a file "ACSMD11panel.ini"
generated automatically into your FS2004 installation directory. Therefore,
you will recover these last settings, when the panel is reloaded or gauge is
reset (see TECHNICAL INFORMATIONS). But attention !!! Last EW and ZFW are
NOT saved within a specific "flight" save file. Therefore, you might have
to modify them, if you restore such a file, which was saved when you had
different settings.
When you have just installed the panel on an aircraft, payload stations are
set by default to the appropriate value for the default ZFW. This mean that
if you select the appropriate EW (Empty Weight) and then, click on the third
line, the "Weight page" settings will be correct. This feature allow you
to use the aircraft without requiring the usage of ACS LoadEdit.
FUEL MANAGEMENT
---------------
On any true airliner aircraft, the fuel is managed in a way to:
1) Reduce as quickly as possible load on wing.
2) Balance the aircraft center of gravity.
To balance aircraft center of gravity, pilots often tranfert fuel from
one tank to another. Unfortunately, this is apparently still not possible
with FS2004. Almost by using standard SDK variables.
To compensate this lack, my tuning implement the following trick, which
"simulate" not so badly the maintenance of a good center of gravity:
The two auxiliary fuel tanks are volontary defined "outside the aircraft"
behind the wings, in order to maintain a good center of gravity position
with heavy fuel load.
Because auxiliary fuel tanks are the first tanks to be used, the fuel
consumption will "automatically" maintain a good center of gravity
position, while the aircraft weight decrease.
Because of this trick, it is really important to respect the following
method to refuel your MD-11:
When you have determined the total fuel you need, divide this quantity
by 3 and see if the third is lower or greater than the capacity of
main-left tank.
In case the third is lower or equal to main-left tank capacity, fill
main-left + main-center + main-right tanks, each with a third of the
required fuel.
When the third exceed main-left tank capacity, do first the same as
before and then, divide by three the remaining required fuel. Fill both
aux-left + aux-right tanks, with 1 third of this remaining quantity
and finally, add the last third to the main-center tank.
TUNINGS
-------
Let me first congratulate Albaro Villegas for his good job with the
original flight dynamic of his model. The first time I flew this
model, I immediately remaked it was close to what I expected for
a MD-11. This fact was a great part of my motivation to start an
adaptation of my panel, without using my very old FS98 "AIR" file,
which actually give much more problems than advantages with FS2004.
To my view, iFDG model has the following weakness:
- Induced drag, in landing configuration (full flaps + landing gear)
is too low.
- Aircraft effective power in MTOW conditions is too high.
- Several momentS of inertia are too low.
- Pitch command effectiveness too vigorous, especially on low speed.
Speaking of the flight dynamic, it is those main points that my
tuning try to improve.
Apart this, thrust power acceleration, which was too slow is set
to nominal. Brake power which was, as usually with heavies, much
to much powerful was divided by 2 (and power is still higher than
what is should be, to say !!!). Load station are re-designed to
be compatible with ACS LoadEdit.
Aircraft contact points are refined, in order to better "set" the
aircraft on ground and give the typical "hanging" tail feeling with
heavy load. Fuel tanks are re-designed for the "trick" described
in chapter "FUEL MANAGEMENT".
Finally, several parameters are set to the appropriate value, to
insure a full compatibility with my gauges.
All this is done with modified version of original iFDG material
("aircraft.cfg", "AIR" file).
For the Mike Stone & Overland models, only aircraft 3d model and
textures are used. The rest ("aircraft.cfg" and "AIR" file) are an
adapted version of the iFDG tuning. Therefore, you will be able to
fly any model with exactly the same behaviors.
VORTEX GAUGE (iFGD model only)
------------------------------
The iFDG aircraft tuning include a XML gauge "ACS.vortex.xml", which
command FS "smoke" system, to produce automatically vortex vapor
trails effects, during landing and takeoff phases.
Vapor trails are induced by vortex, because of the heavy depression
it cause. If the air is suffisently satured with humidity, conditions
where the air become over-satured may arise. This is because the
maximum quantity of humidity the air can contain, depend on the
air temperature and pressure. If vortex conditions overpass the limit,
the excess of humidity will condense into vapor. To be complete, air
temperature and depression into the vortex depend of aero-dynamic
factors, where parameter like aircraft speed and weight play a role.
Unfortunately, not all required parameters are available to truly
determine if vortex will produce vapor trail or not. Therefore, for
now, function is enabled with the following conditions:
- Flaps are set to position 4/7 or over. (if lower, flap vortex
vapor trail would seem to initiate from nowhere. Low weight
takeoff can be made with 3/7).
- External temperature is greater than 0 degrees Celsius. (introduce
some randomness for the trails to appear or not, including the
altitude where it may appear).
- Barometric pressure at see level is under 1020 millibar/30.12 inHg
(introduce some randomness for the trails to appear or not, in
function of the meteorological conditions).
When all these conditions are met, gauge will take control of FS
"smoke" system and vortex vapor trails will appear, when aircraft
speed is under 200 knots and the aircraft is not on the ground.
In this case, you cannot control manually vapor trails with the
keyboard "I" key (gauge will overrule you).
When any of these conditions are not met, gauge does NOT control
FS "smoke" system, which mean you have the full manual control of
this feature with the keyboard "I" key.
AUTO-PILOT NEW INTERFACE
------------------------
Auto-pilot user interface is redesigned for the speed, heading and
altitude settings.
The new interface use only buttons with realistic commands (mouse
spots on parameter display do not exist anymore).
This mean you can now turn buttons, in both directions, with two
increment ratios, depending if you use left or right mouse button
(left small increment, right large increment), including the repeat
function, if you press continuously.
Value displayed for these parameters on the auto-pilot are now a
preset value and not anymore the actual auto-pilot active value.
Actual active value is permanently displayed on the primary flight
display (CRT#1), when the auto-pilot is activated.
To activate an auto-pilot preset value, you must pull the button
with a right click in the middle of the button. You can also push
the button with a left mouse click in the middle of the button.
This will set the auto-pilot preset display to the actual active
setting.
Preliminary remark: The introduction of this mode, along with the
new command interface is a first step in the direction of a more
realistic MD-11 auto-pilot. In the true aircraft, this new vertical
navigation mode is the default one. But in our case, this new
function is implemented as an auxiliary function you may totally
ignore, if you want. I choose this design, to avoid that the
auto-pilot start to become an hybrid gauge, half Microsoft like,
half MD-11 like. Until the day I will be ready to fully change
this gauge to become completely a MD-11 auto-pilot, it will remain
a fully 100% Microsoft compatible auto-pilot.
Flight Level Change vertical navigation mode, allow you to navigate
the following way:
On climb: The auto-pilot will act on the climb rate in order to
maintain the assigned auto-throttle speed, with the N1
turbine ratio you had when you activate the function.
On descent: You set throttle to idle and choose a descent speed and
the auto-pilot will act on the descent rate, in order to
maintain the selected speed.
How to use this function:
Button to activate this function is located on the emplacement marked
with "V/S (O) FPA" just over the vertical speed display. When the
function is active, Vertical speed display will turn to "-----".
If it is not the case when you try to activate, it mean you do not
meet all the necessary conditions for the function to be activated
properly. This mode will also disengage immediately, if any of all
required conditions are lost. At the end of the climb or the descent,
this mode will also automatically disengage. You can also manually
disengage this mode at any time by clicking again the "V/S (O) FPA"
button, or if you start to use the vertical speed setting.
On climb, with auto-pilot activated, "ALT" activated, auto-throttle
activated, climbing to a new altitude, you can activate this mode.
It will automatically read the N1 turbine ratio you have when you
activate the mode and take it as reference N1 ratio. During your
climb in this mode, you can change the speed if you wish. A new
higher speed selection will always have the priority over this
function. Therefore, in a first step, more power will be demanded
to the engines, without respect of reference N1 power. When closing
the new speed, function will progressively regain the control and
set the appropriate climb rate to recover the reference N1 value
with this new speed. Similar behavior will be noticed in case of
aircraft turns or rather abrupt wind changes.
On descent, with auto-pilot activated, "ALT" activated, auto-throttle
desacivated, throttle set to idle, you can activate this mode. During
your descent in this mode, you can change the speed if you wish. This
mode will act to try to get the new speed. You can also add drag
(slats, flaps or airbrakes), this mode will try to compensate by
increasing the descent rate. Note that maximum descent rate will
be limited to 4000 ft/mn. When you reach your selected altitude,
it will activate automatically auto-throttle, before to disengage.
!!! IMPORTANT !!! Technical limitations:
Do not expect that either N1 turbine ratio during climb, or speed
during descent, will be perfectly clamped all the time to the nominal
value. I tryed to do my best, but this function is written over MS
standard auto-pilot, which limit my possibilities, technically
speaking. With the lot of different inertia I have to deal with
and without the possibility to act directly on certain auto-pilot
parameters, it should be probably difficult to do better. Anyway,
you should normally get a climb N1 turbine ratio and descent speed
clamp within a 2% margin, during stable situations.
MAP VECTOR GAUGE
----------------
This gauge use vector graphics (MS GDI) to represent the flight plan
path with way points, including their names. This gauge is implemented
with a separate FS window, which open over CRT#2 of main panel, in the
same way as for the EHSI gauge. Therefore now, you may have over the
ACS-GPS gauge, which is implemented on CRT#2 in the main panel window,
two overlay windows: the EHSI or the Map.
This map gauge has been designed with the same graphic of the EHSI
gauge, to give the illusion you just change the working mode of the
same display on CRT#2.
This gauge will display the path of the flight plan loaded into the MS
Garmin GPS (do NOT support actually flight plan loaded into ACS-GPS).
However, you can still choose to navigate with ACS-GPS if you wich,
but, if you want to see your flight plan on the map, you will need to
have the same flight plan in both the MS Garmin GPS and the ACS-GPS.
This should not be a problem, because this condition is already
imposed by the fact you must have the flight plan into MS Garmin
GPS, for the proper usage of ATC IFR flight following.
The map will also display traffic information's given by TCAS function,
if this function is operational (see chapter "TCAS FUNCTION").
You have two mouse command spots on this gauge. In the left-down
small rectangle, where is displayed "WPT" and/or "TRFC", you can
toggle the function to display traffic information's of the TCAS,
of course, only if TCAS is operational. On the right-down rectangle,
you can see and also set the map scale from 2.5 nm to 360 nm. The
large circle arc, over the full circle, correspond exactly to the
scale. In other words, if your scale is set to 20 nm and you see
a waypoint or a traffic exactly on the arc, the waypoint or the
traffic is exactly at 20 nm.
You can also set the map scale with the two real "RANGE" MD-11
buttons, on the right of the auto-pilot (button "INC" and "DEC").
Finally, if you don't have a flight plan loaded and TCAS traffic
display is not activated or functional, you will see a big red
cross over the map display, to let you know this situation.
Some other functions of this gauge and the mouse spots locations
for these fonctions, are described in the following specific
chapters "WX RADAR" and "HDG-TRK MODE".
Technical informations:
GDI graphics drawing is proportional, relative to the drawing bitmap
size. Therefore, this gauge support different graphic resolution or
even panel resize in the windowed mode. Of course, as mentionned into
chapter "TECHNICAL INFORMATIONS", this panel is designed with the
"pixel to pixel" technique for the 1024x768 full screen resolution.
Therefore, as for the rest of the panel, this gauge will only display
perfectly in this mode.
TCAS FUNCTION
-------------
You will need to have installed a registered version of module FSUIPC
by Pete Dawson, in order the TCAS function to work. If it is not the
case, the panel will work perfectly, but simply without TCAS function.
It is the same if you do not have the FSUIPC module installed.
TCAS function is implemented in "zulu" gauge and not into map vector
gauge. The reason is the map vector gauge belong to an additionnal
window which is closed, if you do not display map on CRT#2. Because
"zulu" gauge belong to main panel window, as far as you stay into
the cockpit, TCAS will remain operational.
This allow the following nice feature: In case TCAS detect a traffic
conflict, your CRT#2 will automatically be switched to map vector
gauge, the traffic ("TRFC") display will be activated if necessary
and the map range automatically set to 10 nm. In the same time, you
will hear the aural TCAS waring "Traffic! Traffic!".
The way traffics are represented on the map display is fully accurate.
a traffic can be represented with the following different shapes:
- An hollow cyan diamond represent far traffics.
- A solid cyan diamond represent proximate traffic.
- A solid amber circle represent a moderate threat.
- A solid red square represent an immediat threat.
Above or below the shape, depending if the aircraft is above or below
your aircraft, will always appear the actual altitude separation in
100 feets unit, with a signed two digits number.
On the right of the shape, a small vertical arrow will appear, if the
the vertical speed of the traffic is established over +/- 500 feets
per minute.
Only traffics which are above or below 10000 feets of your aircraft
will be represented (apparently, in the reality, this range is not so
large, but with FS, it is more interesting this way).
The actual model of the TCAS is a simplified model which is not based
yet on the mutual closure rate of both aircraft, as real TCAS do. I
plan to implement this far more complex model in a further version.
Actually, the TCAS is only based on several cylindrical radial ranges,
centered on our aircraft, each range cylinder with a different height
range.
"Proximate traffic" are in a radius range of less than 7 nm and an
height range of less than +/- 4800 feets.
A traffic become a "moderate threat" when entering in the cylinder
with a radius range of less than 5 nm and an height range of less
than +/- 2400 feets.
Finally the traffic become an "immediat threat" when entering in the
cylinder with a radius range of less than 3 nm and an height range of
less than +/- 1200 feets.
When a traffic become a "moderate threat", TCAS will generate an
aural alarm "Traffic! Traffic!" and CRT#2 will be automatically
switched to map vector gauge, with traffic display ON and the
appropriate range of of 5 nm. Navigation information's are also
removed and the scale circle turn to red color.
If the traffic become an "immediat threat", TCAS will generate an
aural climb or descend order message. You will hear 3 times "climb"
or "descend" in most cases, depending if the threat is above or
below you. But in the case the traffic is lower than you and
is climbing to cross your flight level, you will hear "descend,
crossing descent". In the opposite symetrical case the message
will be "climb, crossing climb".
Hopefully you were able to avoid the collision. As soon as the
horizontal distance between the two aircraft's start again to
increase the traffic quit the "immediat threat" cylinder, you will
hear the message "Clear of conflict". When this occur, navigation
information's are restored, scale circle return to white color
and if you did'nt changed manually the map scale during the alarm,
scale you had just before the alarm is automatically restored.
TCAS alarm described just before can occur only if you are over
750 feets radio-altitude. Under this altitude, collision detector
is disabled and all traffics are represented with the far or
proximate traffic shape only, even if within alarm ranges.
Obviously, all possible cases are not managed yet. A true TCAS
produce several other orders, to manage other cases. It can also
produce further order messages after the first one was given.
Even the actual order messages are determined in the simple way.
For example, for "crossing" type order, it is assumed that our
aircraft fly level and the crossing point is not analysed yet.
Therefore, I cannot certify that "crossing" orders will be
always 100% appropriate.
The algorithm used now should be able to deal with multiple
threat in the same time, but the TCAS alarm produced will be
based only on the first threat which enter into the red zone.
Outside the exceptions already mentionned, TCAS function is
always operational and active, even if no flight plan is loaded
into FS Garmin GPS.
Technical informations:
My coding respect 100% Dawson SDK specification's for Traffic Data.
These specification's mention that the maximum number of "slots"
and the data size of this "slots" may vary in the future, if
required. Therefore, these two parameters are readable from the
FSUIPC interface. So I read them, along with the usage of dynamic
memory allocation, instead of static memory and fixed number and
size of slots. This should normally guarantee a 100% compatibility
with any future FSUIPC version.
WX RADAR
--------
This was a tremendous and complex work to do !!!
This function is implemented with 3 different software "engines"
working totally independently: a "WX data grabber" which duty
is to collect FS weather data for an aera of 340 nm all around
the aircraft position. A "WX graphic map builder" which duty is
to translate all these datas for the actually selected beaming
altitude range, into a geographical weather graphic map of
340x340 nm. The last engine is the "WX radar beaming simulator"
wich "beam" this WX graphic map and build the radar image into
an internal hidden bitmap. Finally, When the WX radar function
is activated, the "map vector graphic" gauge copy this WX image
into its background.
This is how is working all this together:
On start, or if you jump somewhere else with the "Go to airport"
function, or finally, if you order it manually, the "WX data
grabber" will initiate a full grabbing of all weather data
around your position, through FSUIPC interface. In case you
where somewhere else before, the WX data will be immediately
invalidated, before the new data collection start, in order
you do not see inapropriate data on the display. To collect
all weather information for this huge aera, will require about
2 to 3 minutes. You will know this state, because the "WX" and
the "TLT +0" indication on the "map vector gauge" will be in
yellow color.
When all data are collected, the "WX" indication on the "map
vector gauge" will turn to normal white color and the "WX graphic
map builder" will immediately start to build a map. This task is
much more quicker (about 3 to 4 seconds). You will always know
when the "WX graphic map builder" engine is working, because the
"TLT +0" indication, on the "map vector gauge", is in yellow color
when it is the case.
When you fly virtually over this map, you will obviously go closer
of one or two of the weather map limits. Therefore, when you flew
more than 20 nm aways from your initial position, the "WX data
grabber" will automatically grab necessary new weather data in
front of you, to always maintain a weather database of 340x340 nm
around you. The "WX graphic map builder" will also immediately
update the map in the same way. Because in this case, you only
need to grab weather data informations for one or two bands of
340x20 nm, outside the actual aircraft WX radar beam range, the
work will be done very quickly by both engines. You will notice
that when it happen, because "WX" and the "TLT +0" indications
on the "map vector gauge" will turn to yellow color for a brief
time.
As said in the begining, the "WX graphic map builder" build a map
for the actual scanning vertical slice. If your climb or descent
this engine will enter in action regularly, to generate a new map
for the new scanning vertical slice. Same will happen, of course,
if you change the radar tilt setting.
The actual model of radar tilt is simplified. Normally the tilt
correspond to a vertical angle for the radar beam scan. In the
actual model, the vertical scan simulation always take simply a
depth of 2000 meters all over the scan range. When the tilt is
set to zero, the vertical scan will be +/- 1000 meters, relatively
to your actual altitude. Each step of the tilt setting correspond
to an altitude shift of 100 meters. With the actual +/- 30 scale
of the tilt, you can therefore move the beam slice of +/- 3000
meters. For example, with a tilt setting of -10, the top of the
slice is at your aircraft level and the bottom of the slice is
2000 meter under your flight level.
How to command the WX radar:
This is simple. You have 3 mouse spots, located into the right-down
small data display rectange, on the "map vector graphic" gauge, just
under the map scale indication.
The first one, just under the map scale indication, will simply
toggle the WX radar ON or OFF. On this mouse spot location, you will
see "WX" label when the radar in ON.
When you switch ON the WX radar, the indication "TLT +0" will also
appear just under "WX" label. This indication is also the location
of two mouses spot which allow you to change the radar tilt. Notice
that if you click there when the WX radar in OFF, you will switch
the radar ON.
When the radar is ON and not scanning data (WX label in white color)
you can force the "WX data grabber" engine to re-initiate a full
datas grabbing, by clicking on this "WX" label spot, with the RIGHT
mouse button.
How to interpret WX radar display:
Radar will display 3 different categories of clouds formations.
In red colors thunderstorm formation. In yellow colors clouds
formations with precipitations and finally, in green colors all
other cloud formations.
For any of these categories, the more dark is the color, less is
the coverage ratio. You have therefore 8 differents color levels
for each category color, to represent coverage from 1 to 8/8. You
can found a "WX_palette.gif" into the "ACS MD-11 panel" directory.
This actual graphic map generated is quite far from real WX radar
images, but it has the advantage to well represent the effective
weather datas found into FS. The "WX radar beaming simulator"
introduce some "artistic" touch with some tricky programmation,
but it is far from being enough to break down the "checkboard"
basic nature of the actually generated weather map. To totally
break the "checkboard" effect, "WX graphic map builder" engine
must be greatly enhanced. Actually, it can only break the
"square" effect in the borders of a clouds formation, but not
between square of different colors into the formation.
!!! IMPORTANT !!! Technical informations:
It is recommended to set your dynamic weather change setting to
"none", if you want that the data displayed by the WX radar is
always accurate.
As you should know, passing from full screen mode to windowed
mode, or in windowed mode, changing the window size, reset all
gauges. For the WX radar, this mean the "WX data grabber" engine
will initiate a complete new weather data scan which require 2
to 3 minutes to be done. Then, the radar will be again operational
after "WX graphic map builder" engine has generated the new map.
But note that this new map may be a little bit different of what
you had just before. The reason is that weather datas were
scanned with a new reference position. In other words, "WX data
grabber" will scan the same world aera, but with different
coordinates for each square, except if you were lucky enough that
the reset occur on a position which correspond exactly to the
center of any 20x20 nm square of the initial weather datas
scanning.
Note also that a full complete new weather data scan, as described
just before, can also happen in the following circumstance: If
you go outside the cockpit and when you return, the distance
from the last radar update point is over 28 nm.
I have tested accelerated time up to x4 with no problems. But with
higher rate, maybe the map refresh process may encounter problems,
in particular if a full datas scan is initiated. Because it require
2 to 3 mn, there is a great chance that, when operation is done,
the aircraft will have already moved more than the maximum allowed
distance of 28 nm, which will re-initiate a further complete data
scan, and so on. In this happen, you will have to reduce compression
time, or even simply pause the simulation until data scan is done.
This WX Radar is only able to show the FS weather datas accessible
via FSUIPC interface with a precision of +/- 10nm. FS itself,
interpret these datas with a certain degrees of liberty. Therefore
don't be surprised if the weather map do not always correspond
exactly to what you see through your windows. But also never forget
that you only see on the map, A SLICE and not the whole altitude
range. This is, most of the time, the reasons why you wrongly
believe that the radar map is not accurate.
Apparently, the access to FSUIPC new weather interface only work
properly with the cooperative mode (access key equal to zero).
When using non null access key as per documented into the P. Dowson
SDK doc, FSUIPC do not behave at all like documented. My code will
therefore accept data, ONLY if the returned Lat/long correspond
to the request. If not, the request is redone. I have tested
to access FSUIPC weather data in the same time with my panel and
a development tool I have written especially for this project.
Apparently, they are no conflicts. But I have NOT TESTED WITH
OTHER PROGRAMS USING THIS INTERFACE, like those used for virtual
flying. So I don't know if this weather radar may or may not
interfer with such other tools. I hope not.
The complex code architecture design of this function was created
with the meaning to have the smallest impact on the frame rate
and it is the case. Only the "WX radar beaming simulator" has a
noticable small impact on frame rate on actual medium range PC.
But it is so nice to see the beaming !!! In any case, you should
know that when the WX radar is switched OFF, the beaming engine
is stopped and the refresh rate of "map vector gauge", which is
increased during WX operation to 9 times per second, to show the
beaming, is returned to my standard lower refresh rate.
The code is also designed in a way that FS execution always has
the priority. So you may notice a slow down of the beaming or other
WX radar operations, during frame rate slow down, due to FS graphic
update operations or in locations with a permanent intensive
graphical work load.
HDG-TRK MODE
------------
The "map vector graphic" gauge can work in either the classical
"HDG-MAG" heading mode and also now in the "HDG-TRK" mode.
In the "HDG-TRK" mode, the heading displayed is not the heading
of the aircraft, but the heading of the actual "track" followed
by the aircaft.
When you don't have lateral wind, both track heading and aircraft
heading are identical. But in case of strong lateral wind, the
heading of the actual track followed by the aircraft can differ
of many degrees from the aircraft heading.
If you want to reach a point which is right on the heading 145,
relatively to your actual position, and you have a strong lateral
wind, if you simply set your auto-pilot to 145, you can be sure
you will miss your point.
Now if you set "map vector graphic" to "HDG-TRK" mode, you will
be able to found the auto-pilot heading which will keep the
"HDG-TRK" heading to 145. Heading difference will represent
the exact wind drift compensation.
Of course, if the wind change, you will have to correct the
heading, like it is done permanently by the GPS, when it drive
your auto-pilot. But thank to this mode, you can easily survey
if you are still on the right track and if not, react on
auto-pilot heading immediately.
You can simply toggle gauge working mode with the mouse spot
located on¨ the label "MAG" or "TRK" itself.
EXTENDED UPPER PANEL
--------------------
On the extended overhead panel you will found following functions:
PushBack function:
Please read dedicated chapter to pushback function.
Ignition group:
Two buttons A & B, almost one of them must be active to be
able to start engines.
Power Group:
Ext This button suppose you take power from ground. It is a fake
function and will always turn to red (mean not available)
when activated.
Batt This button give initial electrical power required to bring
to life the panel. Can be turned OFF when aircraft receive
power from APU or Engines.
APU This button will start/stop APU generator. When started,
button first lit in yellow color and you will hear progressively
the APU sound. When APU is operational button color will turn
to green. With no engine started, APU is required to have air
for the air conditioning system or for the Engines startup
procedure. APU also furnish required electrical power.
Air Cond group:
Rot knob Just a fake button simulating the setting of air conditioned
temperature.
ON/OFF Start/stop air conditionned for the whole aircraft. If air is
available, will turn to green, and you will hear the air cond
sound. If not, button will lit in red color. ATTENTION, to be
able to start engines, you will have to turn air conditioned
OFF, in order to have enough pressurized air to launch turbine.
Anti-ice engines:
Those 3 buttons are coupled with the same FS2004 function.
Anti-ice wing & tail:
This is just a fake function which will do nothing within FS
simulator. But these button are coupled to the logic and not
simply turn black to green when activated. They will need some
time to be active (turn yellow first) and will refuse to activate
(turn to red) if aircraft is only powered with Battery. The first
group of three buttons concern engine 1 to 3, button "W" concern
wings and finally, button "T" concern aicraft tail. This is exactly
all the buttons existing in the real aircraft for this function.
!!! IMPORTANT !!! Technical limitations:
A panel window, when closed, has gauges turned to an idle state. APU sound
is produced by one of the upper panel gauge. Therefore, when turning OFF APU,
please wait until the button turn from red to black, before closing the window.
This will insure the APU sound is really stopped and unloaded. If you do not
respect that, this has no consequences for the game, except gauge is still
playing a sound for nothing. When you start APU, also wait until button turn
to green, before closing the window, or the APU will finish to start the next
time you open the window.
PUSHBACK FUNCTION (EXTENDED UPPER PANEL)
----------------------------------------
RESET Button: Will initialize heading to current aircraft heading
and reset pushback distance to default value. Will also
abort immediately an eventual active pushback sequence.
START button: Start a pushback sequence according to parameters set.
Aircraft must be stopped for this cmd to be accepted.
First 3 digits: Desired heading after pushback.
Can be inc/dec with mouse like usually in FS, but only if
a pushback sequence is not active.
Will turn green when a pushback sequence is started.
Arrow buttons: Will compute heading to be pushed back with a 90 degrees
turn, in the arrow direction. Will work only when a pushback
sequence is not active.
Second 3 digits: Allow to set a distance the aircraft will be pushed straight
forward before eventual turn start. Can be inc/dec with
mouse like usually in FS, but only if a pushback sequence
is not active. Will turn green when a pushback sequence
is started.
Pushback use the internal FS2004 pushback function. This as the advantage the
world is not frozen, like it was the case with pushback realized with the FS
slew function. On the other hand, pushback movements and behaviors are those
Microsoft offer to us.
Because internal FS2004 pushback function is not able to turn more than 90
degrees for one single push command, pushback settings which imply a greater
turn angle will be accomplished with two consecutive push commands. This mean
that the aircraft will go straight backward for a short time, after the turn
has reached 90 degrees and then, turn again for the remaining angle.
Timing between message who request the ground to work a bit before to call, are
randomly set within a realistic timing range.
The initial ground call might be automatically repeated, if ground crew do not
answer within a reasonable delay.
!!! IMPORTANT !!! Technical limitations:
A gauge is idle, when the window which carry it is not anymore active (shown).
This mean you must avoid to look the pushback from outside, use lateral views,
or even to close the extended upper panel window during pushback. Therefore,
stay concentrated on your checklist during pushback !!!
CREW FUNCTION
-------------
Two mouse spots are used to manage this feature. They are located on the full
right of panel auto-pilot console, where are located buttons to toggle Starter
window or CRT screen's modes (see "see-me.gif" picture).
Here, the last button down, with label "AR" and the "Arrow" button, immediately to
the right of "AR" button will be used for Crew function.
"AR" button: This button is used to start/stop Crew function. intitialy, label
of this button is, as usualy, white colored.
When Crew function is started color will turn to green.
When stopped (understand paused) color will turn to yellow.
This button might blink in green color to indicate Crew function
is waiting Captain to click the button to run next action.
"Arrow" button: Arrow color turning to green, mean that user can click this
button to skip current active step.
When Crew function is stopped ("AR" button in yellow), clicking
on this arrow button will reset Crew function. In this case,
"AR" button will return to normal white color.
As long as you didn't started the crew feature for the first
time, with a specific random crew selection (in this case,
both buttons are white colored), if you click on this arrow,
you will start the "Test Crew" function which let you hear
a sample of all randomly selected sounds for this crew.
Immediately after a reset of crew feature (in this case too,
both buttons are white colored), if you click again on this
arrow, you will tell to random selector, to build a new crew.
You will know this action was performed, because "AR" button
will blink twice in yellow color. A new crew just created,
mean the crew feature was never started for this crew. So
you are in the previous case, ready to test this new crew.
In all other cases, clicking arrow button will have no effect.
Crew function can be started at any time, on ground or in flight. By looking at the
aircraft situation, Crew function will know what to do.
Crew function use following FS variables to determine aircraft situation:
Parking brake state.
On Ground state.
Airspeed.
Altitude to ground.
And Special custom internal variable OGS (On Ground Speed).
Here follow the fully description of the logic for this feature:
Suppose you are at parking and you start Crew function. Logic will, in this case,
examine Parking brake state. If parking brake is set, Crew function will start
normally with the boarding sequence.
If parking brake is not set, logic will examine aircraft speed to determine
probable situation. Under 50 knots logic will suppose you are taxiing or maybe
just after engine startup, or just before take off. Logic will therefore jump
to "Security message", the message said during taxiing, before the takeoff.
In case your speed was over 10 knots, Crew function will start immediately the
"Security message". Now, if you are under this speed (maybe stopped just before
take off) and you don't want this message to be said as soon as you will go,
you can use Arrow button to skip this step.
When started normally, with parking brake set, logic will ramdomly choose a
boarding time in the range of 3 to 9 mn and start immediately the "asceptic
music". From time to time, you will hear Flight Attendant messages. Finally,
the First Flight Attendant will announce to you that boarding is done. At this
stage, "AR" button will start to blick. When you will click it, you will hear
"Cabin crew, doors on automatic". You are ready to pushback now.
Now you have started your engines and begin to join your runway. Like aleady said,
as soon as your speed is over 10 knots, Crew function will start immediately the
"Security message". "Aseptic" music will start again just after it, to keep cool
your passengers. In the same time "AR" button will start to blink. When Captain
click the "AR" button, he will say "Cabin crew, takeoff in two minutes". Music
will stop soon after this action.
For takeoff, as soon as speed is over 50 knots, logic will enter into takeoff
phase where copilot will say the three message V1, Vr and V2. If during this
phase, takeoff is aborted (speed fall down under 50 knots) Crew function will
be terminated immediately.
Now you are in the climb sequence. As soon as you pass over 12'000 feets, "AR"
button start to blick for a maximum of three minutes. You will also hear a
reminder bell sound. If you click the button, Captain will say to passenger his
traditional welcome message with some info's about the flight. But this action
is not mandatory. Logic will skeep automatically this step after the blinking
period or if logic detect aircraft climb seem to be not anymore established.
After this step and, of course, supposing aircraft has continued a normal climb,
logic will simply always check altitude and memorize the highest altitude
reached. This altitude is used during descent to compute an arbitrary altitude:
12'000+((AltMax-12'000)/2), where the "AR" button will start again to blink for
three new minutes. Here Captain will tell to passenger about the started descent.
Blinking period might stop before the end of three minutes delay, if the 11'000
feets border is passed before.
In case aircraft do not climb over 12'000 feets limits (which is really not
probable for a MD-11), logic will consider it is a very short flight and both
climb and descent Captain announcement are just skipped.
During descent on destination airport, logic will open an "altitude window" where
the pre-landing announce is allowed. But announce will not be said until both
No Smoking/Fasten seat belt are ON. If you forget to activate these buttons or do
it too late, you will not hear this announce. If you activate them before the upper
altitude (9'500 feets) of the "altitude window", announce will occur obviously as
soon as 9'500 feets border is passed.
Before landing, "AR" button will start to blink again. If you click the button,
the Captain will say "Cabin crew, landing in two minutes".
"After landing" message will occur when speed on ground fall under 30 knots. But
if you miss you landing and abort it, if "After landing" message has not been
already played, logic will wait on next landing to produce this message. If you
accelerate over 50 knots after this message was played, logic will terminate
Crew function ("AR" button turn to white).
As soon as the "After landing" message has been played, the "asceptic music"
will start to play again. When you reach your gate and stop, as soon as you will
set No Smoking/Fasten seat belt to OFF, the "AR" button will start to blink.
Until you do not click "AR" button, music will continue to play. When you click,
music will be stopped immediately and the Crew function will be terminated
("AR" button turn to white).
!!! IMPORTANT !!! Limits of the crew feature logic:
If abnormal situation is detected (this can occur if you have paused a long time
Crew function or if you use Slewing or replay, etc...), logic will immediately
terminate Crew function ("AR" button turn to white).
It can also occur in these extreme situations, that the logic will be fooled.
This will, for example, happen if you start a replay just after landing.
Flight Attendant may start to say the "After landing" message !!! In this
case, you always have the possibility to reset the Crew function.
When you takeoff with strong wind having violent gust, copilot saying V1,Vr,V2
simulation may be fooled and will announce a speed, when in fact aircraft is
just receiving a strong positive gust. A strong negative one may also result
in an abort of crew feature, because logic will believe pilot is aborting
takeoff.
FDI: HOW IT WORK
----------------
In this FS2004 version, the "Flight Director" (FDI) use now the internal FS
function and not anymore the ACS custom function. Therefore, refer to FS user
manual to know how work basically a FDI.
Now to say, I was very disappointed of the very poor accuracy and sensivity
of internal FS FDI, in particular, when used during ILS approach. To my taste,
this made FS FDI totally unhelpful for an ILS landing approach. Therefore,
I have restored the "ILS mode" of my old custom FDI. It is implemented as
a suplementary FDI mode you can obtain with the FDI toggle button ("VR"),
only when you are tuned on an ILS balise.
In this configuration, when you have normally activated the FDI, if you
click the FDI toggle button again, instead of desactivating the FDI, you
will activate my custom FDI instead of FS FDI. PFD will display "EFDI" as
"enhanced FDI", instead of "FDI". Then, if you click again, FDI function
will be desactivated.
ILS mode with ACS custom FDI (EFDI mode):
FUNDAMENTAL: To work properly, this mode REQUIRE YOU SET NAV1 COURSE (CRS)
TO THE HEADING OF RUNWAY AXIS. I call this operation: the EFDI vertical
needle calibration.
As long as you have not intercepted the ILS in both axes, EFDI will be in
ILS interception mode. This mode is quite simplified and offer no advantage
in comparison with the MS FDI mode. So, better to stay in FS FDI mode until
you have fully intercepted both axis.
From this point, EFDI will be able to keep you very precisely on the right
track. Moreover, it is designed to well anticipate drifts out of the track
in both axis. Keeping the the cross centered all the time, will lead to
follow the ILS path, sometimes better than the auto-pilot is able to do!
!!! IMPORTANT !!! Tips & technical informations:
As already said, EFDI require you set the NAV1 course (CRS) to the heading
axis of the runway. Attention, true runway axis is not always the runway
number x 10 ! Moreover, the FS true runway axis may differ from real world
heading you can found in some documentation.
If you don't know exactly which heading has the FS runway axis, set the
NAV1 CRS to theoretical heading "runway number x 10". You can fine tune
NAV1 CRS, by reading aircraft heading, when horizontal ILS indicator on
PFD is centered.
The most convenient way to use EFDI, is to finish an approach made with
the auto-pilot first. During the phase under the control of auto-pilot,
you have the time to peacefully calibrate the EFDI vertical needle, with
the method described before. Then, you can disconnect the auto-pilot and
perfectly land manually the aircraft, without even looking outside, before
you hear "500 hundreds".
FDI needles may sometimes produce some "jump". This is not abnormal. This
occur for example, when aircraft will "cross the line" of ILS glide or
heading axis. This reverse immediatly the sense (sign) of control logic
and the effect on the needle is an immediat change of sense for the
correction (which is correct). Some other "jumps" are due to the fact the
amplification factor, when you are close the perfect centered cross, is
quite important, in order to well anticipate drift tendancy.
The resolution of my EFDI is less than 1 degree (about 0.3 degrees per
screen pixel). Because NAV1 course setting is +- 1 degree, you will not
be able to always perfectly calibrate EFDI vertical needle.
OGS/TAS INDICATOR ON E-HSI CRT
------------------------------
When on ground, indicator show what I call OGS, "On Ground Speed". This
indication IS FULLY INDEPENDANT of wind.
When aircraft is not anymore on ground, this indicator will start to display
TAS (True Air Speed). This speed is calculated from both Mach speed and
external temperature FS variables, like done in ACS-GPS.
PFD / SPEED RELATED PARAMETERS
------------------------------
On the right of vertical speed band of PFD, you will remark red speed
limit bands. In any circumstances (with or without slats/flaps deployed),
they will indicate the available speed envelop. These speed limits take
in account the actual aircraft weight, extrapolated from fuel load and
payload weight specified into "Weight setup" page of computer #1 (see
chapter ZERO FUEL WEIGHT MANAGEMENT).
On the same place, originated in the middle of the speed band, on the
actual speed indicator, you will see the accelerometer. When you have
a positive acceleration, you will see a thin yellow band going upward.
Length of this vector indicate acceleration value. In case of negative
acceleration, this small band will go downward. On constant speed, you
just don't see anymore this yellow vector.
Version 2 of the PFD will also help you to avoid deploying slats/flaps
at too high speed. This will be indicated by color changes of the
central digital speed display. When you are over 290 kias, this
indicator will be green like usually. Now, if your speed fall under
this limit, you will enter into "Deploy slats/flaps warning mode".
Speed display will turn to orange color. This mean you are NOT
ALLOWED to deploy slats/flaps at this speed. When color change to
green, then you can deploy first slats/flaps notch. When done, speed
display color will immediately turn again to orange, until you will
reach the next correct speed to deploy next notch. This process
continue until you have fully deployed slats/flaps. You can use
this feature also for flaps retraction, after takeoff.
During takeoff, you will see three small triangles, which will indicate
respectively: V1 (yellow color), Vr (green color) and V2 (light blue
color). These speeds are also calculated in function of the aircraft
weight. V1 (go / no go speed) DO NOT take in consideration the runway
length and state. To takeoff safely at MTOW, your runway length must
be almost 12'000 feets long. On shorter runways, the aircraft weight
must be limited (lower than MTOW).
With a MTOW takeoff, If you abort before V1, by just cutting thrust,
RTO auto-brake function will be able to stop the aircraft before the
end of the runway, if the runway is almost 12'000 feets long. Remark
that RTO auto-brake will be accurate only if you installed the panel
with the option "Realistic brakes".
All these functionalities exist on the real MD-11 PFD. I tryed to
represent them as much close as possible to the real gauges, but
I had to make some concessions, in order to obtain good readability.
The main one, is the usage of color change on digital speed display.
SOME FLYING TIPS AND INFO'S
---------------------------
The best way to be able to load the MD-11 with all engines OFF and a
cold panel, is to create a "flight" files with these conditions, for
all your favourite locations and to use these files to load the MD-11.
You can either use one of these files as you default start situation.
Don't miss the spectacular "special wings views" which are set to Upper
left/right & forward/rear standard lateral views (Thanks Goran Ivaz).
Perfect views to replay nice landings, like if you were a passenger.
Left computer ON/OFF mouse toggle is on the left of his white button
(cannot be on white button, because of mouse spot conflict with the
airbrake lever). For right computer, use normally the white button.
If you want to make an auto-landing controlling yourself the power, you
just need to deactivate the auto-pilot speed control. Now your problem
is to know the optimum time to cut the power. Just survey the auto
throttle state on the auto-pilot or better on the PFD. On the precise
time the auto-landing feature would have cut the power, state of auto-
throttle will toggle.
During the critical phase of auto-landing, just after auto-landing has
cut the power and until aircraft touch the ground, if you want to abort
landing, you don't need to worry about the state of auto-pilot (if active
or not). Just put power again with throttle command and auto-landing will
be immediately cut as well as auto-pilot, if it was still ON. Before
this phase, you must cut auto-pilot to regain manual control.
On the PFD gauge (CRT no 1) or the auto-pilot console, you can set the
DH (Decision Height). This parameter is used by the radio-altimeter and
the GPWS. It will determine the altitude where the radio-altimeter will
change display color. Over DH altitude, radio-altimeter will have green
color. It will turn to orange close to DH and then turn to red color
at DH. GPWS will say "Approaching Minimum" when RA turn to orange and
"Minimum" when it turn to red.
You can refer to GPWS98 documentation for the GPWS featured by PFD gauge.
All ground proximity warning system features of this nice and popular
application are included with almost 100% the same behavior and logic.
This panel feature a full auto-brake, including the RTO mode for take off.
RTO don't need to be activated in some way, it will automatically start
to brake aircraft if you cut power during takeoff. On landing, auto-bake
is coupled with auto engines reverse. A yellow indication will lit on
CRT No 3, when auto-brake is braking. Adding power again or braking
manually will immediately shut down auto-brake. For your information,
real MD-11 only have manual engines reverse. Speaking of auto-brake.
MD-11 has an assisted brake system, rather than the classical auto-brake
function.
On upper panel, you will found, in addition of classical functions for
this location, the Yaw Damper (also located here in the real MD-11).
Notice that the Pitot heat is both manual and automatic. It will be
turned to ON when external temperature is closing zero degrees and
turned to OFF when this temperature return to about over 5 degrees.
But at any moment you can overrule this automatic setting with a
mouse click on button.
If you press on "Baro set" button (click on center of button), you will
reset to standard baro pressure immediately.
CRT no 3 and 4 dual screen can be toggled not only from most right buttons
stack on auto-pilot console, but also in the up-left corner of each screen.
You can not only toggle the FDI function of PFD gauge with a click on
the appropiate button, but also directly on the PFD screen, on a spot
located up-left the attitude indicator (see "See-me.gif").
You can set different throttle power for each engine with mouse drag
command using in the same time the keyboard key "CTRL".
On CRT No 2, most down left, you have the timer function. You have four
timers available, each with a different color. A mouse click on the left
part of timer string will reset it to zero. Click on right part will
toggle between all four timers.
When CRT No 2 display ACS-GPS, you found over the timer the time
compression factor setting.
Please don't forget to watch pictures "see-me.gif" and "see-me_FS2K4.gif"
where you will see precise location of all "special" mouse's spots.
ADDING SOUNDS SETS
------------------
Pushback and Crew functions use two series of sounds, prefixed respectively
"PB_" and "CD_". These sounds are organized, internally, in 6 different
categories, representing:
For each of these categories, you may add independently, up to 10 more
files sets. Independently mean it is NOT required to add a complete serie
of "CD_" & "PB_" sounds files, you can just add a files set to one or
more categories. Now, speaking of the category itself, here you MUST
add ALL sounds within this category or you will have missing sounds
during dialog simulation.
Panel will determine automatically the presence of multiple category sets,
by testing on the basis of the FIRST sound file name (marked: REF Sound,
in the list just written before). But panel will NOT verify the presence
of other files of the category.
Then, panel will choose randomly, for each category, an existing set. This
mean you will obtain a random combination between all possible voices you
may have implemented. For the music, panel will choose up to 3 differents
musics for the flight, if available.
This random composition of the crew and the music program is done during
the panel loading, but you can recall a new random generation at any time
and use the "check crew & musics" feature, to hear what was generated.
To create a new category set file name, you simply add to the appropriate
file name as documented before, the postfix "_X", where X is a number
from "0" to "9".
For example: PB_ByeBye.wav
will give: PB_ByeBye_0.wav, PB_ByeBye_1.wav, PB_ByeBye_2.wav, etc...
It is warmly recommended that you download all optional soundpack available
on my site, especially all additional musics, so you can benefit of the
variety introduced by random choice features just described before.
In case you would build yourself some additional music files, note that
you must prepare a sound file which can be looped perfectly, to give the
illusion of a continuous music play.
GENERAL TECHNICAL INFORMATIONS
------------------------------
ATTENTION !!! Loading a "Flight" file and then, changing to a different
aircraft and different panel, CAN BE HAZARDOUS, especially with a complex
panel like ACS MD-11 panel. A "Flight" file has backup's of a lot of FS
variables, in the state they were, when the file was created. But this
configuration of FS variables, if it was perfect for the aircraft/panel
belonging originaly to the file, MIGHT BE NOT SO GOOD FOR THE NEW
AIRCRAFT/PANEL you are loading. As a result, you may hit unexpected
simulator behaviors or problems.
ATTENTION !!! For the same reasons, to apply an upgrade for any aircraft,
which will change the "AIR" file and/or change "aircraft.cfg" contents
(it is the case of this package), invalidate all "Flight" file(s) made
previously for this aircraft. In other words, you cannot be sure that
the aircraft will fly 100% with the new parameters, when using one of
these "Flight" file. However, you can upgrade your "Flight" files the
following way: Just after loading the "flight", set the pause. Go to
aircraft load menu and just click "OK" button to reload the same aircraft.
Now you can save the updated version of your "Flight" file. For my
eventual further upgrades, I will try to not forget to mention if the
upgrade invalidate or not "Flight" files.
Avoid to switch between full screen mode and windowed mode, or when
in windowded mode, to resize the window, because this will reset all
gauges. In our case, this mean that you will loose timer count, ACS-GPS
if activated, will be desactivated, Crew feature will be shut off, etc...
Never forget that a gauge will be idle, if the window which carry this
gauge is closed of not visible on the actual display. This mean you
must avoid to quit the cockpit view or even to use lateral views, during
the auto-landing phase (under 200 feets over the ground) or during
a pushback. For the same reasons, if you navigate with ACS-GPS, avoid
to quit the cockpit when you are close of your next waypoint. Something
which can also happen for the same reason, is the lost of power, when
your engines are off and you decide to quit the cockpit for a long
time, for exemple, to look what's happen on the airport. In this case,
the simulated APU will stop to maintain the power and the battery can
become rapidly exhausted.
With the default FS2004 "FS9.cfg" 2d panels are not anymore managed the
same way as before. Apparently, 2d panel bitmaps are treated now as textures.
Unfortunately, this change may have an abnormal impact to the frames rate
on some system, when you are in the 2d panel view. If it is your case, you
may try to add the following line: "PanelAsTexture=0" into the section:
[DISPLAY.Device. ...] of your "FS9.CFG" file and see if you obtain a better
frame rate. If not, then remove this line.
The GPWS feature is fully located into gauge ACS.PFD-MD11.gau. It use the
same filenames as the very famous GPWS98 and is therefore fully compatible
with the whole warning sounds set of this application. The set of files
included in this package are original GPWS98 sounds, just resampled to a
lower level (-4 db) for a better all together sounds balance. Only one
exception: "-apdisco.wav" is a different sound.
Functions: flight plan display, TCAS + display of traffic and finally, the
complex WX radar, all these functions use for now, a simple 2D geographical
projection model, proposed by the Microsoft in sample "map.c", where the
relation between latitude and longitude is given by: distance corresponding
to X degrees of longitude at latitude Y is found by dividing the distance
for X degrees, by the cosine of the latitude Y. This simplified model is
suitable for latitude between +/- 70 degrees. Over it, the distortion start
to become more and more dramatic. I suspect that FS use in fact this model
too, because it is not possible to fly over the poles in FS200X. On my side,
I have limited the WX radar to latitude +/- 80 degrees. All positions over
this latitude will not be scanned and default "null data" is taken instead
(nothing on the map). An other actual limitation is that flight plan display
function DO NOT support very long legs. Legs over 300 to 350 nm will start
to become more and more distorded (in fact, remain a straight line when in
fact, it should become a curve). Maybe, in a future version, I will replace
this simplified model with a model based on "analytic geometry in space"
theory, like it was done in ACS-GPS.
This panel has been designed with a "pixel to pixel" technique. This mean
all gauges have been designed in a way that all included graphic material
is expected to be sized 1:1 on display. In this case, FS stretching graphic
routine DO NOT act on this graphic material, which is therefore represented
"pixel to pixel". This technique allow high precision panel design and usage
of very small texts and labels, remaining sharp and therefore fully readable.
The cost of this technique is that the panel MUST BE used in the resolution
it has being designed for (in this case 1024x768 full screen).
ATTENTION !!! Because of Global Logic Control introduced in this version 2.x,
almost every gauges may be not fully functional, if used separately into an
other panel.
"Install.exe" program use the following method to identify the aircraft:
First, it will extract from section [Fltsim.0] of the original "aircraft.cfg"
file, the name of the "AIR" file. Then, the presence of the "AIR" file is
checked and if the name and the file size is appropriate (Mike Stone: name
"md11.air" size 10015 / Overland: name "md11.air" size 8756 / iFDG: name
"MD-11.air" size 8336), the program will consider the aircraft to be
identified. Panel uninstallation identification use the same method, but
based on the "AIR" file name of tuned version.
Tuning of "aircraft.cfg", done by "Install.exe", is performed the following
way: the program will edit the "sim=" parameter in all [Fltsim.x] section(s).
After the last [Fltsim.x] section, the program expect to found the [General]
section and will take it as is. Then, all the rest of the "aircraft.cfg" is
generated by the "Install.exe" program. If [General] section do not follow
immediately the last [Fltsim.x] section, the installation will be aborted.
"Install.exe" also check in all section(s) [Fltsim.x], that "sim=" and
"ui_type=" parameters use the same value in all section(s), that "panel="
parameter(s) is/are empty. With multiple sections, the program check that
all "model" parameters are the same for Mike Stone & Overland aircraft's
and for iFDG aircraft's, all used models must be mutually compatible, which
mean, same motorization and same aircraft type (pratically the 7 first
characters of the iFDG model filename must be identical). This are the
conditions which certify that this aircraft directory is compatible with
a single identical tuning. Finally, parameter "sim=", "model=", "panel="
and "ui_type" must be found in this sequence within the [Fltsim.x] section.
If these conditions are not met, the program will abort detection process
with an error message.
"install.exe" identify the iFDG aircraft type and the engine type, by looking
the fifth and the sixth character of the ".mdl" file name, into "model"
directory. For the fifth character, the program expect to found "P" for
standard MD-11, "C" for "Combi" MD-11 and "F" for "Cargo". For the Sixth
character, program expect "G" for "General Electric" engines and "P" for
"Pratt & Whitney. In case the aircraft and/or engine type identification
fail, program will not abort installation, but will take by default a
standard MD-11 and/or a General Electric engine. Identification failure
will also be signaled to the user in the program activity window.
REMARK: If you want to fool "Install.exe" program, in order it will recognize
an other MD-11 not effectively belonging to the official supported
models, you can do the following:
Rename the original ".AIR" file into ".AIR_MASKED". Then use your
Notepad to create a dummy ".AIR" file, with the size and name of
the model you want "Install.exe" believe it is (just type dummy
text in this file. The target is to obtain the desired file size.
Content of this file is of no importance, it is just used to
identify the model. The tuning will use its own ".air" file).
If you choosed to try to fool "Install.exe" for an iFDG model, you
have one more task to do: you must rename the aircraft ".MDL" file
with a filename able to fool the model identification proccess, in
the way you want this aircraft to be identified. As described
before, only the fifth and the sixth character of this name is
determinant. Don't forget also to change the model name, in the
same way, into the file "model.cfg".
If you are lucky, maybe you will be able to fly this unsupported
model without any problem. But don't be astonished if you aircraft
is levitating over the ground, or if some lights don't work as
expected, etc...
CREDITS
-------
Tanks to Albaro Villegas and all the iFDG team for all marvellous MD-11 models
they have produced. Without this model, I would probably not have found enough
motivation to start the production of this package, with the complex "Install.exe"
program to make all MD-11 fans life more easy.
Many thanks to Michael Ackermann for the numerous hours of flights he made with
the aircraft, to check and compare simulated datas with true aircraft datas.
His precious collaboration was determinant for the high level of fidelity the
actual stage of the flight dynamic tuning has reached. Thanks also for the
"TestFlight.txt" document gift !!!
Tanks to Andi Jaros for his A320 PFD gauge. This gauge was my first reference
and inspiration when I started to build my own MD-11 PFD.
Thanks to Wilco van Deijl for his GPWS98, which was used as a reference for
this package.
Tanks to Ron Beal, and the other peoples who lend their voices for the crew
and the ground man recordings.
BETA-TESTING: Michael Ackermann
Gregory Claustres
Urs Wildermuth
DOCUMENTATION: Alain Capt
COPYRIGHTS
----------
THIS PACKAGE IS FREEWARE AND NO MONEY SHOULD EVER BE MADE WITH IT !!!
WRITTEN PERMISSION OF AUTHOR'S IS NEEDED TO COPY THIS PACKAGE OR PART(S) OF IT,
ON EVERY MEDIA LIKE CD-ROM, DISKETTE, BBS, INTERNET SITES ETC..., IN THE CASE
USERS MUST PAY TO ACCESS THIS MEDIA OR HAVE TO BUY IT.
NOBODY HAS THE RIGHT, WITHOUT PRIOR AUTHOR WRITTEN PERMISSION, TO USE ANY PART
OF THIS PRODUCTION, IN ITS ORIGINAL STATE, OR MODIFIED WITH UTILITY SOFTWARES,
INTO ANY OTHER APPLICATIONS INTENDED TO BE PUBLISHED, EVEN IF PUBLICATION WILL
BE A FREEWARE. THIS DO NOT APPLY TO "ACS.CtrlSurfDisp-MD11.gau" GAUGE, WHICH
IS A RENAMED BUT UNMODIFIED ORIGINAL MICROSOFT GAUGE.
ANY REQUEST CAN BE ADRESSED TO THE FOLLOWING ADDRESS:
Alain Capt
35 ch. des Passiaux
CH-1008 PRILLY
SWITZERLAND
Tel + Fax: 41-21/ 648 38 37
E-Mail: acapt@worldcom.ch
URL: http://www.acsoft.ch
