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Post by Andrew Godden on Jan 26, 2009 20:58:41 GMT -5
Do not underestimate the power of the FS community in continuing to support or keep MSFS alive.
In a similar example back in 1998, Falcon 4.0 by Microprose (remember them) was released and with numerous bugs. One giant final patch was released and sudsequently the entire development team was sacked and support official ceased. An entire community of developers sprung up and, without the source code, started doing some amazing stuff with the hexidecimal code, including a new theatre of operations. After a subsequent "source code leak", they got to a SP3 release with massive enhancements on the original product. The community eventually acquired the licence rights and the end result was the commercial release of Falcon 4.0: Allied Force in 2005 which incorporated most the communities developments and more. I believe it is still reknowned as one of, if not the, most accurate fighter flight sim ever. The engine start-up procedure alone is unbelievable with a checklist that goes for pages.
Silent Hunter III was another example of community development with the Grey Wolves Expansion.
There is hope yet.
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Post by Andrew Godden on Jan 26, 2009 18:22:17 GMT -5
To be honest, more chance and luck than anything else.
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Post by Andrew Godden on Jan 26, 2009 18:17:19 GMT -5
Ed, Couldn't have said it better myself. Since co-ordinating the GAAR this year, I have even stepped up and included a photo (avatar) of the real me - and YES, it is recent, Christmas 08. The only thing you can't see, is I only have one leg (lost it to cancer) which makes co-ordinated turns on my rudder peddles a funny sight to behold. If someone was to photograph me, my tongue probably hangs out, and my body twists around to ensure I make that turn on the taxiway. LOL I remember when I first joined Bluegrass, one of the things that struck me was what appeared to be real people with real names and most of them had a real photo. I never knew so many distinguished and experienced gentlemen where into FS. I still find it a bit daunting that I appear to be the youngest around. I have a (childhood) passion for all things aviation and am now lucky to be working for a real world airline. My involvement at Bluegrass is my way of giving back to a community that has given me so much enjoyment. Since inheriting the Australian Division a year ago, whilst some minor improvements were made and I added the Dutch East Indies routes, my focus has been on trying to add some historical basis to it - I guess that's my thing. For those who want to fly the routes they can and a structure is there for that, but as you said, its more about the "club" atmosphere and like minded enthusiasts. All in all, after last year, that's the reason I approached Bill and offered to co-ordinate this year's GAAR. Now look what I've got myself in for. It is a pleasure knowing and learning from you guys.
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Post by Andrew Godden on Jan 26, 2009 17:49:41 GMT -5
The PIREP server is available again.
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Post by Andrew Godden on Jan 26, 2009 17:39:48 GMT -5
Should I be using my average speed for the test flight as my target ground speed or airspeed. The reason I ask is I flew the test flight a little slow but not too much: and now in the regular flights I'm flying faster than expected. I'm using regular cruise settings for the DC-3 giving me around 140 kts indicated. I just finished leg 2 and was 6 minutes faster than target, that was with IAS of 138-139 and a 2000lb overload of relief supplies (those cans of malt beverage sure add weight fast). Don't want to get too focused on target times as I want to keep this fun but being a little closer would be nice, without having to do an extra lap around the field ;D On to Dilli I go. Anybody have any extra ice before I leave? Have to keep the pilot refreshments cool Al Al, The Test Flight average speed is ground speed at 4500 ft. In order to meet your Target Times on the Legs, you will need to fly faster than the Test Flight average speed, in order to compensate for take-off, climb to cruise, different ground speed depending on altitude, weather factors and the circuit and approach at destination. If you don't have an E6-B calculator, a normal calculator for checking time progress at different stages en route is a good technique. You can then adjust speed and hopefully not have to loiter too long or fly an extended circuit. There are some posts under other threads which discuss this in some more detail.
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Post by Andrew Godden on Jan 26, 2009 17:20:44 GMT -5
There does seem to be a problem. The PIREP system is hosted by Todd (he designed it) so I will get in touch with him and try and find out what has happened. The server has possibly gone down.
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Post by Andrew Godden on Jan 25, 2009 17:49:49 GMT -5
Well, after having successfully insulted my fellow Aussie mates in typical Aussie style more akin to the sledging normally reserved for the English cricket team, let me put it all aside, by wishing everyone a happy Australia Day (26 Jan)
Yes, chill down the "tinnies", fire up the "barbie" and prepare to throw a prawn, a snag and, of course, a legendary lamb chop on the hot plate. Most of all have a great day.
For those who don't know the significance, Australia Day celebrates the arrival of the "First Fleet" and the formal settlement of Australia in 1788. For this and this great country we have, we thank the English, some of which have realised the mistake and have since immigrated and now also call Australia home.
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Post by Andrew Godden on Jan 25, 2009 17:33:34 GMT -5
Allen,
During flight testing, I was hitting the rain showers anywhere between south of Baucau before going "feet dry", right through descent, approach and on landing at Dili depending on what time you arrive. Admittedly, during flight testing I was using a complete range of aircraft (not always GAAR compliant).
My official GAAR flights in the Grumman 'Albatross' and DC-3 have seen rain from west of Baucau en route to Dili and on approach.
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Post by Andrew Godden on Jan 24, 2009 16:43:07 GMT -5
Hardly Chris, I just use "the Harbour" as a social venue for drinking and entertaining.
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Post by Andrew Godden on Jan 24, 2009 2:31:36 GMT -5
Well, we are now getting down to the serious end of the event with the official start of the GAAR just around the corner - even though many of us have been flying in advance.
Today we hit another milestone with the 150th pilot registration and I expect a late flood in the next 24 hrs. Now a flood is something we could do with "Down Under" after a 42 degree C (108 F) day here in Sydney (and that was on the harbour).
Todd Whitehead has continued background work on the PIREP system and if you were impressed to date, wait until you see what he has for release on 01 Feb 09.
Some great "screenies" are starting to roll-in in the Screenshot Competition, so keep them coming. There are some great prizes up for grabs.
As for me, now I am going to grab an extremely cold beer and "wet my whistle".
Fly safe.
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Post by Andrew Godden on Jan 24, 2009 2:03:57 GMT -5
Allen,
Solar Eclipse will only be a partial eclipse in Australia at 07:59:45 hrs (am), 26 Jan 09. As for flight sims replicating such celestial events, I cannot say.
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Post by Andrew Godden on Jan 22, 2009 23:38:56 GMT -5
Are we allowed to manipulate our images in Photoshop etc. or do they have to be "clean" shots? Katie, To be fair to those without such tools and skills, screenshots should be "clean". What the Judging Panel will be looking for are all the good things that make a good "photo": subject, framing, perspective, background, lighting (in this case, sunlight), etc. Please also see the PM I have sent you.
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Post by Andrew Godden on Jan 22, 2009 23:25:57 GMT -5
...for the gentlefolk - and Banana Benders ( must remember our hosts for the event). Oh Allan, please, "Banana Benders" is such a derogatory term. That's why down here in Oz, we reserve it's use exclusively for referring to those who domicile themselves in the State of Queensland. ;D. Now I have to apologise to robbie12, Ed Burke, et al, who are noted exceptions to this gross generalisation.
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Post by Andrew Godden on Jan 22, 2009 6:30:00 GMT -5
Andrew, Andrew, Andrew. You tell this innocent lad to fly the Test Flight as slowly as possible, and to trial it a couple of times just to make sure, and he does that. And then you send him on a flight with a 10 kt tailwind. I'm learning that the real flying takes place during the last 5-10 minutes of the flight. Allen, True, I did say that, but without putting a finer point on it, there was the qualifier which said, "This should ensure you will have enough of a performance margin capability in your chosen aircraft to compensate for the weather variables.". There are those who might have problems when confronted with a 25 kt headwind. Oops, have you got to that bit yet? At least with a tailwind you can drop flap, drop gear, or any other method of reducing you average GS over the Flight Leg distance - note my careful choice of words here. Unlike a car rally, you cannot park by the side of the road, but the Rules for the GAAR are not that specific or rigid in telling you how you must fly a Flight Leg. You have hit on the secret of flying the GAAR and Allan's and Chris' comments reinforce it - it's all in the short game, provided you have done your flight planning correctly and still have a sufficient margin. But then, you still have to fly the circuit or straight in approach, nail the approach, "finals" and landing and still pull up in time. Hang in there and enjoy. If I made it too easy, would the challenge really be there?
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Post by Andrew Godden on Jan 21, 2009 22:57:39 GMT -5
All,
As an alternative to posting your screenshots for the GAAR 2009 Screenshot Competition here, you can attach them to an email titled GAAR 2009 Screenshot Competition and send it to me at gaardirector(at)hotmail.com
Here at GAAR "Management Central" and Bluegrass Airlines, we can cater for nearly everyones requirements. I would make that an unqualified "everyone" statement, but then someone could possibly abuse it.
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