Alex Perry wrote:
Yes, I believe, without having the plate handy, that LAX does this.
As I recall, the reason is that they use the same ILS frequency for
the two ends of each runway. Since the ILS frequency is associated
with the DME channel, they either make life hard for the crews or
they use th
Curtis L. Olson wrote:
Unfortunately I am having trouble digging up any
definitive references at the moment, but google showed me a lot of used
medical equipment for sale. :-( Anyone remember when google used to be
useful?
I tried
"dme bias" ils
and Google was happy to oblige, bringing me to
Curtis L. Olson wrote:
All the approaches at KLAX have a 1 or 2 nm bias for the DME. Like you
say, there is no *requirement* for this, but there are installations
that have a bias set up.
That's strange. Here are the DME distances at the runway threshold for the
eight ILS approaches at KLAX, ac
David Culp wrote:
Recently I added support for adjusting the DME readout based on an
optional per transmitter bias that is part of Robin's nav data. For ILS
approaches the DME transmitter could be at the opposite end of the
runway, but transmitting a bias or "constant value" to subtract off the
re
David Culp wrote:
The effect looks very exaggerated, probably because it happens too quickly.
On the contrary -- we interpolate smoothly between layers, I think, so the
wind changes fairly gradually. Real wind shear can be much more dramatic.
All the best,
David
_
William Earnest wrote:
Another small feather for FlightGear's rather large hat. Today I
passed my instrument rating checkride, significantly helped by the
program in forming a decent scan and control by panel. It certainly
reduced the number of lessons and practice flights.
Congrats, and wel
The new windsocks are great. Here are a couple of suggestions for the next
revision:
1. Cut down on the number of them. Shorter runways (<=4,000ft in Canada,
probably similar elsewhere) have only one windsock in the middle of the
runway, not one on each end. In fact, smaller airports often h
Josh Babcock wrote:
What would be good poly counts and texture sizes for low and high LOD
models of individual objects? Same for autogen objects?
Most of the time, buildings on the screen use up only a tiny number of
pixels. I often do buildings with 5 quads and a 64x64 texture, but even
that m
Ampere K. Hardraade wrote:
The model isn't made in AC.
What format do you use for loading into FlightGear?
All the best,
David
___
Flightgear-devel mailing list
[EMAIL PROTECTED]
http://mail.flightgear.org/mailman/listinfo/flightgear-devel
Ampere K. Hardraade wrote:
All the textures look awfully bright. Take the tires for example, they are
supposed to be pitch black, but they appear as grey. How do I fix them?
Take a look at the top of your generated AC file, and play with the
different light values for the materials.
All the be
Ampere K. Hardraade wrote:
One explanation for the violent maneuvers that I thought of is this: as the
distance between the plane and the waypoint decreases, the accuracy required
in the course calculations increases. Since it takes time for the autopilot
to respond, and takes even more time fo
Lee Elliott wrote:
If I understand the problem correctly, changing the distance at which the turn
is initiated won't make any difference - it's the way that the pid controller
reacts to the jump in input as the waypoint is popped that's causing the
abrupt change.
For example, if there are two w
Josh Babcock wrote:
How do real life FMS's do it? Does this generally vary? If so maybe it
would make sense to pick this number up from the autopilot XML with a
default defined in preferences.xml.
At any given speed, the same bank angle will give you the same turn rate
(for a coordinated turn)
Ampere K. Hardraade wrote:
I think it will probably be a good idea to increase the distance that triggers
the poping of waypoints. Right now, the plane practically gets on top of the
way point before switching to the next, which is causing some awfully violent
maneuvers.
The best way to do this
Curtis L. Olson wrote:
It sounds ok to me here on my sound blaster live hardware. Can you hear
the morse code beeps, marker beacons, or other sounds ok? Do some
aircraft sound ok, or do all of them sound this way?
The ident codes sound strange also (high-pitched and slow).
All the best,
David
_
David Luff wrote:
On a related note, I believe you had problems with hearing the ATIS voice
due to low volume previously. Do you still have this problem post-OpenAL,
or can you hear it OK now?
I cannot hear the voice at all now, unfortunately.
All the best,
David
__
Curtis L. Olson wrote:
Is there any reason to keep the old data around now? If it's not used
by anything I'll free some space up.
I could think of a couple reasons, but they may not apply to you ...
- one day we might want a low res/light weight scenery set
We could still build that from the highe
Martin Spott wrote:
Does this mean to get the best out of the available sources you need
SRTM data for the elevation and land cover, VMAP0 for inland water
(lakes and rivers) and GSHHS for the ocean shoreline ? Anything else ?
Merging these sources sounds like a 'funny' game
Funny in the sarca
Dave Perry wrote:
By the way, I just bought a 1/3 ownership in a 1962 Piper Comanche
(PA24-250).
GPS nav/com and DME nav/com.
I already had 92 hours in the Comanche 250, 260, and 400 from the late
60's and early 70's
and have always wanted to get into such a partnership. The other 2
owners work
Curtis L. Olson wrote:
There are probably cases where the localizer isn't really perfectly
aligned with the runway, or intentionally misaligned to avoid obstacles
or terrain.
You are correct -- for a non-precision, LOC-only approach, the localizer can
be as far as 30 deg off the runway heading e
shammake wrote:
Has anyone tried taking the c172 autopilot and converting it into a
graphical representation? For possible use into Simulink?
Do you mean creating a 2D or 3D instrument? Autopilots tend to go by brand
rather than aircraft model. The most popular new autopilots seem to be the
Jon Berndt wrote:
What is the best way (most supported, cross-platform) to turn an integer into an STL
string type? Or, even an ASCII char[]?
It seems that itoa() is not totally common.
snprintf() is in ISO C99 but not ANSI C -- you could check to see if all of
the target platforms have it. ANSI
Durk Talsma wrote:
However, until we are at that point of sophistication, I would rather see some
standard approach and departure patterns being used than nothing at all.
I agree. Unfortunately, you will find that many SIDs consist of something
along the lines of
- fly runway heading
- maintai
Durk Talsma wrote:
In February Erik Hofman mentioned that Robin Peel maintains a database of
airway data, for shared use between x-plane and FlightGear. I was wondering
if there's also a database of SID and STAR procedures that we could use? The
reason I'm asking is that these might be extremel
Harald wrote:
I find this a bit strange, we can have multiple 2d panels for one
aircraft but only one 3d panel for
aircrafts with 3d panels (or if we want more we must duplicate the .xml
plane model).
You could select among multiple 3D panels using a property and an animation.
All the best,
David
A
David Luff wrote:
On a related note, I believe you had problems with hearing the ATIS voice
due to low volume previously. Do you still have this problem post-OpenAL,
or can you hear it OK now?
I haven't checked, because the engine audio is so intolerable (think dental
drill) that I turn it off ri
Erik Hofman wrote:
No. It can be heard from within the cabin also.
But there is an effect that steps in at higher angles of attack, I'm
just not sure how it really should sound like (I thought the current
effect was quite close) and how to achieve that effect correctly.
I'm not sure if what I'm h
For at least a couple of weeks, the audio for the PA-28 or C172 on my Dell
Inspiron notebook has sounded like an angry mosquito dying of tuberculosis.
I think the problem started about the time of the switch to OpenAL (which I
remember vaguely). I'm using the current Debian sid versions of libo
Jon S Berndt wrote:
I'm not sure I see how the 182 figures into this. Higher values for MoI
will make the aircraft slower to react to control inputs, and slower to
react to damping. From your discussion yesterday I got the feeling that
you were stating that the 172 was too "wild" - i.e. it was n
Jon S Berndt wrote:
3) This one just occurred to me: I wonder if the control inputs from
stick and rudder are linear? Or, are they perhaps graduated?
The controller devices can be all over the place, but as I mentioned, I'm
trying to factor that out -- for example, I'm looking at how the aircraft
Andy Ross wrote:
(a) they're complete idiots who couldn't be trusted with the
washroom key at a gas station, much less corporate network security;
Would this be a good time to point out that my day job is at McAfee
Security (the artist formerly known as Network Associates)? :)
OK, I'll revise that
Lee Elliott wrote:
I'm under a serious spam attack from an infected computer of someone on the
list. Here is where the spam is originating:
user-24-214-247-18.knology.net
These e-mails almost certainly have spoofed 'From' addresses and just about
the only thing you can be sure of is that they
I'm under a serious spam attack from an infected computer of someone on the
list. Here is where the spam is originating:
user-24-214-247-18.knology.net
Many of the spams are arriving with Curt's e-mail address spoofed on them,
and unfortunately, baron.me.umn.edu seems happy to relay them for
Jon Berndt wrote:
Given these numbers I'd suspect that if there is a problem, perhaps we need to review
our
MoI's.
That makes a lot of sense -- I was worried that the damping numbers were
masking a different problem.
All the best,
David
___
Flightgear-
Jon Berndt wrote:
Thanks, David. There are a couple of things I can think of to do, here. One is that I
sure
wish I had time to make a DATCOM model of the C-172 that could give me some aero data
for
comparison. But with my schedule now I can't make any promises, but I will get to this
someday! Th
Coming back to the (default) JSBSim Cessna 172p after spending a couple of
months flying the YASim pa28-161, I find the 172 extremely slippery, far too
much for a trainer. While the Cherokee tends to feel more stable in flight
than a 172 (i.e. it has more roll, pitch, and yaw damping), the 172
Curtis L. Olson wrote:
1) The state/existance of the hazard. Do icing conditions exist? At
what altitudes, severity, etc. etc. This should probably live in the
environment subsystem.
As far as I recall, icing is most likely between about 0 degC and -10 degC,
and is very rare below -20 degC or
Curtis L. Olson wrote:
What other potential hazards did you have in mind?
Structural damage, fire, obstructed visibility (say, ice on the windshielf)
and depressurization spring immediately to mind.
All the best,
David
___
Flightgear-devel mailing list
Andy Ross wrote:
I suppose one could argue whether the computation of this number
belongs in the weather code or the FDM, but leaving it in this format
keeps our options open. The FDM can read it or write it without
changing the meaning.
No, this calculation definitely belongs in the aerodynamic c
Curtis L. Olson wrote:
I want to add a flag to the property system to specify existence of wing
icing or not. We don't really have much for icing in FG yet (other that
the UIUC stuff.)
Let's set up a proper subtree now so that we can support this properly in
the future, when we can model more s
Jonathan Richards wrote:
Oi! Somewhere here I've got a stack of Hollerith cards with my first ever
program, in Fortran, on it. Not Fortran77, though, because I punched it
sometime in 1974.
Yes, I wrote my first programs in Fortran as well -- I was 13 in 1977, and
used to sneak into the Queen'
Bruce Finney wrote:
the way software systems are expected to act. Real Programmers count
from zero. Always have, always will.
NOTE: FORTRAN programmers count from 1, always have, always will!!!
Does that apply to both of them?
All the best,
David
__
Andy Ross wrote:
I just commited an implementation of GUI layout management, ported
over from my game project last year*. What this means is that you no
longer need to position your widgets manually in dialogs, and can
instead lay them out in tables and boxes like the pros do. :)
Whoo hoo! Now I
Innis Cunningham wrote:
I am just wondering is there a
very good reason that we use
zero to number things in FG.Engines
tanks and the like.Because in the real
world of aviation nothing is numbered
zero as far as I know.
Property files were originally for use by (semi-) programmers, who are used
t
Innis Cunningham wrote:
While playing around tonight I
noticed that the models on the
groung with no engines running
will turn in a circle left or right depending
on which way the rudder/steering is pointing.
if the steering is straight ahead(rudder centered)
then the A/C does not turn.
It also se
Chris Horler wrote:
Is this the plane where the three hydraulics systems pass adjacent to each
other next to the tail engine?
It was its predecessor, the DC-10, that had the crash because of that; I'm
not sure what changes they made in the MD-11.
It is the plane that was involved in the Swissai
Innis Cunningham wrote:
See JPG for how the MD11 appeared in FG9.2 and 9.4.
Maybe someone on the list has a simple answer.I don't
think it is anything at my end.
Plib's 3DS loader tends to mess up the geometry -- I remember that from
experiments a year or two ago. I think that our only fully-fun
Richard Bytheway wrote:
I have a memory from years back of being told that the reason the
Spitfire had such a distinctive sound was that the propellor tips _were_
supersonic. Maybe it was just heresay.
I don't know about the Spitfire, but I understand that's the case with many
floatplanes -- you c
... is the best idea I've read so far, though I don't remember who suggested it.
All the best,
David
___
Flightgear-devel mailing list
[EMAIL PROTECTED]
http://mail.flightgear.org/mailman/listinfo/flightgear-devel
David Luff wrote:
The turbocharged piston engine is a completely different beast from a
turboprop though, I would imagine the latter has more in common with the
turbine model. OTOH, the Piper Navajo is a GA twin that uses turbocharged
piston engines, that might be a nice one to model.
Lots of GA
Andy Ross wrote:
The Beech 99 is a turboprop, which means that YASim is going to
need new code to support it. I'd be happy to write it if someone
decides they want to go that way.
Doing so would open the way to a whole bunch of other interesting
turboprops, including the Beech KingAir (from whic
Jim Wilson wrote:
Lower frequencies especially would be hard to detect direction anyway even
without the hard surfaces. This reminds me of the engine out protocol on
light twins, which seems to assume that you won't hear which engine is silent.
That's an excellent point -- there are several proc
Martin Spott wrote:
Yep, but when you're sitting in your favourite light single and you
turn your head over to your co (or passengers) you'll still hear most
of the engine noise on your left ear - even with headset applied. If
something hits the aircraft during flight I assume you'll still notice
Andy Ross wrote:
Here's my take on the discussed problem: Add an alternative
attribute "n_win" to all "axis" definitions that should be different
in Unix and Windows.
Well, once you overcome the initial revulsion to the fact that the
core, low level property array indexing API is being hacked for
Vivian Meazza wrote:
The Merlin has a gear-driven oil pump and, I assume, a pressure relief
valve. I was going to assume that oil pressure was a function of rpm with
max and min values.
The Merlin is a rotary engine, isn't it? In any case, a pump attached to
the engine accessory drive (along wi
Andy Ross wrote:
But the idea behind YASim is to produce plausible results for all
possible engines; oil pressure is one of those values that is (AFAIK)
just too engine-specific.
Further to the point, here is some information from the Lycoming O-320
Operator's manual; it would make a good startin
Andy Ross wrote:
Er, that's an Engine Pressure Ratio , which is a thrust metric used in
early jets in lieu of N1 RPM. YASim doesn't model oil pressure right
now, because I'm not aware of a good basis on which to do so. If you
have numbers you want to match for this particular aircraft, I could
w
Ampere K. Hardraade wrote:
What is DAFIF?
First hit from Google:
https://164.214.2.62/products/digitalaero/index.cfm
The databases are available online in two formats: a fixed-length-field
format, and a tab-delimited format called DAFIFT. Go for the latter.
All the best,
David
Ampere K. Hardraade wrote:
This website has faa diagrams on various non-US airports, but it doesn't have
much details regarding radio frequencies.
The DAFIF has frequencies for all the airports it covers (454 in Canada).
It also has world-wide airway data, segment by segment, including minimum
I've found very high-quality US airport diagrams available directly from
NACO, much clearer than the blurry scans available elsewhere. Here's the site:
http://naco.faa.gov/ap_diagrams.asp
And, as an example, here's the diagram for KSFO:
http://naco.faa.gov/content/naco/online/airportdiagra
Martin Spott wrote:
David Megginson wrote:
How much does 100LL fuel cost per liter, again?
I don't know the exact numbers. As far as I remember one liter costs 2
Euro (+/- 5 cent) at EDLN (3,20 CAD),
So if fuel is 40% of the hourly cost, and you burn about 28 liters/hour
(which is reaso
Martin Spott wrote:
I've asked my instructor: Our Warrior costs 40+ % fuel, 25 % commercial
maintenance (required, if you use the aircraft for commercial purpose),
5 % amortization, the rest is mostly for insurance and hangaring,
How much does 100LL fuel cost per liter, again?
All the best,
Davi
I've taken this thread off-list. If anyone besides Arnt and me wants to
join in, just send me a private e-mail.
All the best,
David
___
Flightgear-devel mailing list
[EMAIL PROTECTED]
http://mail.flightgear.org/mailman/listinfo/flightgear-devel
Arnt Karlsen wrote:
..these are all safety measures which relies on everybody trying
to play it nice, which _wasn't_ the case on 9/11'th.
They hit stationary buildings. It is hard for one aircraft to hit another
on purpose, unless it is considerably faster than the other one, in which
case rad
Arnt Karlsen wrote:
Call me paranoid, I prefer to
carry an onboard radar too, not just rely on the ground radar etc, yes,
it's another point of failure, in pretty much the same way the Ju52-3m
has a 3 times bigger chance of a flame-out as the early single
engined Ju52-1m.
[this is not directed ma
Arnt Karlsen wrote:
..Burt Rutan wrote an article on this very idea in EAA Experimenter
about 10 years ago. The remaining bits missing, is, radar drivers,
radar to visual etc models, and a radar echo integrator to build the
seen scenery and "the virtual antenna" track, and radar-to-radar
commu
Nick wrote:
Also, and this applies particularly to flight near the ground, the update
rate for GPS is (or was last time I checked) about 1 second.
Update rate depends upon the receiver. My portable Garmin 196 updates
several times per second (perhaps 4 Hz, but I haven't measured).
A jet making an
Jonathan Richards wrote:
PS Someone will know better than I, but isn't GPS altitude much less reliable
than GPS position?
Even without WAAS, a GPS is more accurate than a barometric altimeter at
cruise altitude; near the ground (or more accurately, near the location and
elevation where the alti
Olivier Soussiel wrote:
Does someone already fly with Flight Gear?
Yes, I've thought about what you suggest, as, I'm sure, have others. You'd
want a small tablet PC strapped to your leg -- cockpits are very cramped,
even in bizjets. You also need to think about the power supply.
Personally, e
Andy Ross wrote:
- no jetstream visible
I assume this means contrails? (The "jet stream" normally refers
to the strong west winds above the tropopause in the middle
latitudes of the northern hemisphere).
... which is often, roughly, the boundary between cold air from the pole and
warm air from t
Andy Ross wrote:
It's a fine way, just not the only one. Most people run their
desktops at high resolutions that may not be good choices for a 3D
buffer. Older cards (like the Radeon 7500 in my laptop) can handle
FlightGear just fine, but not at 1280x1024.
Right. My desktop resolution is 1600x1
Curtis L. Olson wrote:
But, I'm not seeing where these animations are stored and updated as the
sim is running.
The animation is attached to the node as user data, and a pretraversal
callback is set for the SSG node. Here's the callback, from
simgear/scene/model/model.cxx:
/**
* Callback
Curtis L. Olson wrote:
Do people know the official name of our project is "FlightGear" (with no
space). When someone says "Flight Gear" (space) I have no idea what
they are talking about. :-)
I use a Wiki on my notebook (different software) for recording research
work. The Wiki/space thing ge
Jon Berndt wrote:
I'm not positive, but it seems (roughly) like a vector push_back() operation
causes the d'tor to be called after the first element is stored. To me, this
seems to say that the push_back() operation copies the existing stored
element[s] to a new location (resizing the container) a
Andy Ross wrote:
Sure. This should work right now. The only bits missing are the
autotools magic to do the detection and set up the makefiles
appropriately. I fear autoconf, I really do... Does someone with a
more solid handle on these things want to help out? :)
Be a man and dive in. I still
Norman Vine wrote:
Out of curiosity what can't you do today that would make FlightGear
better because we are using GLUT that you would do differently today
if we were using SDL and what exactly is it that would make FGFS better.
Under Linux, resolution switching (i.e. go fullscreen at 1024x768 whe
David Luff wrote:
I've put an initial revision of a website for TaxiDraw up, including a
tutorial on it's use.
http://www.nottingham.ac.uk/~eazdluf/taxidraw.html
Good work -- thanks for putting that up.
All the best,
David
___
Flightgear-devel mailing
Andy Ross wrote:
Right. Trying to draw fuel from an empty tank, even if other selected
tanks are not empty, will set the out-of-fuel flag. What do
multiple-tank fuel systems (a Cessna, for example) do when one tank
runs dry? In fancy systems, trying to pump fuel out of an empty tank
is a seriou
Jim Wilson wrote:
Excellent idea. I have some questions on the provider though: can we count on
the SeedWiki being available long term? Would our work get backed up
regularly? Also, isn't there some thing where SeedWiki automatically deletes
your stuff if you don't post often enough?
They move
During the winter, the only safe IMC is higher clouds in very cold air, so I
had not flown any instrument approach procedures to anywhere near minima
since 2003. On Tuesday, I flew to the Toronto island airport for a meeting:
the trip started in VMC and ending up in low IMC for the last half ho
I've added a short section to the Wiki on how to start FlightGear in the
air. The SeedWiki is doing strange things with formatting, but I don't have
time to figure it out right now:
http://www.seedwiki.com/page.cfm?doc=Starting%20in%20the%20Air&wikiid=2418
We should all make a habit of answe
Martin Spott wrote:
1. Use two notches of flaps even on a long, paved runway. The plane jumps
off the runway and climbs like a rocket.
2. Raise the nose and wait a few seconds -- the Cherokee really will fly
off, but it takes a bit longer because of the higher stall speed.
I dislike 1.) a bit
Martin Spott wrote:
Yesterday I did my first ride on a (real) PA28. I already got to know
the C150 (which I use to train on) and the C172 (which we took when one
of the sparks in the C150 didn't work). This saturday the C150 was
already occupied and we decided to take the Archer this time.
Natural
Alex Perry wrote:
Jon, as commented elsewhere, that is a feature of the actual aircraft
instrument and is intentionally present because is a source of fatal
accidents.
An example: Imagine walking out the back door of your house, to your
grass strip, get in the plane, start the engine, taxi 100ft t
Arnt Karlsen wrote:
..these parameters can be set in a config file? Slowest cranking I
saw start LN-AEB (a 60'ies PA28-140 with the standard 4-banger
and quite likely a ditto vintage battery) was a blade every 5 seconds.
It was usually a blade every 2 to 3 seconds. Facinating. ;-)
So Arnt is s
Jon Berndt wrote:
My current task (daytime) involves leading the development of prototype
space shuttle flight software, which includes testing the releases and
writing the release reports. If I took the above approach I'd be out of a
job in two minutes.
Over time, the release-early-release-often
Jim Wilson wrote:
Ah ok. From memory (not so good) I thought this was configurable. 60 sounds
like a good value anyway. Would this make engines appear to "start" too quickly?
There should be a time delay. Pilots talk about starting "on the second
blade" or "on the third blade" for an engine t
Andy Ross wrote:
Turning down the start RPM would probably be the fix required here.
I'll check that in instead (I think I might use 60 instead of 30,
which really does seem awfully slow) and see if folks like it.
I'm trying to remember how fast the blades go by while cranking. They are
slow eno
Andy Ross wrote:
Tune up the starter torque to match the recent changes to engine
friction. We should get these better calibrated at some point...
When you engage a starter on a piston engine (I have no turbine experience),
it spins the propeller at an extremely slow, constant speed -- maybe 30
Curtis L. Olson wrote:
The other thing to consider is everyone seems to have one more fix
they'd like to get in. If we waited for everyone to be happy, we
literally would never be able to have a release. At some point we have
to draw the line and ship. The 0.9.4 release is simply the current
Wolfram Kuss wrote:
Are you serious ?? Did you ever try this? That would be completely
awesome!
It works fairly well, and lets you preview the results in case you don't
like them. Give it a spin.
All the best,
David
___
Flightgear-devel mailing list
Andy Ross wrote:
Folks, please stop the amateur lawyering. If someone wants to
get a real attorney's opinion, that's fine. But this is just
making us look dumb.
Fair use is fair use. You can buy books full of photographs that
don't have explicit licenses from every holder of every copyright
in
Arnt Karlsen wrote:
..has anyone played with the lower detail 30 arcsec SRTM Terrain
data, _and_ the new higher detail 3 arcsec data, _mixing_ the data,
to try produce even higher detail than the 3 arcsec data?
I mean, both data sets_are_ correct.
I'm not sure how you'd end up with higher-lev
Melchior FRANZ wrote:
The link changed:
http://www.seedwiki.com/page.cfm?doc=Flight%20Gear&wikiid=2418
Many thanks.
All the best,
David
___
Flightgear-devel mailing list
[EMAIL PROTECTED]
http://mail.flightgear.org/mailman/listinfo/flightgear-devel
Is anyone able to get into the FlightGear Wiki? It looks like it's been
deactivated.
All the best,
David
___
Flightgear-devel mailing list
[EMAIL PROTECTED]
http://mail.flightgear.org/mailman/listinfo/flightgear-devel
Martin Dressler wrote:
Could you be so glad and provide also source of your excelent panel
background image. Did you made it in blender, didn't you?
I think it's inside the pa28-161 directory.
All the best,
David
___
Flightgear-devel mailing list
[EM
D Luff wrote:
Could you mail me the pa28 and c172dpm (the yellowish one) source please, and I'll have a
play at some point. The low poly versions can loose their textures anyway - over half a mile
away it shouldn't matter.
[I'm replying publicly in case anyone else wants them.]
Sorry for the l
Andy Ross wrote:
So how about an interface that looks vaguely like (apologies in
advance for getting Plib details wrong -- this is off the top of my
head):
class ssgTextNode : public ssgNode {
void setBaseline(sgVec3 start, sgVec3 end);
void setUp(sgVec3 up, bool correctToPerpendicula
Martin Spott wrote:
Hey, easy on that engine! 75% power will give you about 112 kias at that
altitude.
Ah, I forgot it's not an Archer (SCNR ;-))
I'm not sure that you should fly an Archer at 120 kias either. That would
give you 142 ktas at 8000 ft DA, and I don't think that even the Ar
Martin Spott wrote:
I'm flying from NDO to EDWS, holding 3000 ft alt and 120 kts via
autopilot in the PA-28. The next waypoint on the list is EDLN (where I
live :-)
Hey, easy on that engine! 75% power will give you about 112 kias at that
altitude.
All the best,
David
201 - 300 of 2805 matches
Mail list logo
