FlightSim.Com FS98 FAQ
Frequently Asked Questions
2. AIRCRAFT
HOW CAN I DELETE AIRCRAFT IN FS98?
With the FS98 configuration there's no need for the delete button.
If you want to get rid of an aircraft, just delete the folder tree
for it using Explorer. Or better yet, move the tree to a holding
spot - I have another subdirectory called zHanger that I use for this
purpose. It's my belief that they left the delete button on the menu
by mistake. Bottom of somebody's list and never got taken care of.
Bob Savage
DOES ANYBODY KNOW WHAT TO DO WITH THE "OLD AIRCRAFTS" - SUBDIR? OR
HOW TO USE THE "DELETE AIRCRAFT" - BUTTON IN THE AIRCRAFT'S-LIST?
MAYBE SOMEONE KNOWS SOMETHING ABOUT THAT.
Last things first. The "delete aircraft" button is superfluous and
does not ever work. Delete aircraft by using Windows explorer. The
"old aircraft" folder is, I hear, a repository for airplanes loaded
in FS6.0 (FS95) if you do a FS98 installation "on top" of FS95. They
will still need conversion to be used, however. The FS98 converter
includes VOR fixes (for range). It contains a lot of other fixes
also. By all means, if you haven't already, download it and install
it.
Bob Fiedler
I HAVE JUST BOUGHT FS98 AND WOULD LIKE TO DOWNLOAD AND USE SOME OF
THE FS98 PLANES THAT ARE ON THIS SITE. DO I NEED THE CONVERTER TO USE
THEM AND WHERE DO I COPY THESE FILES ONCE I HAVE THEM.
1. Download and install the FS98 converter! Everyone needs it even if
you aren't going to add any airplanes at all. And even if the
airplanes say that they are already converted for FS98.
2. Read the instructions that come with the converter and the online
help file in the program after it is installed.
3. Be sure that you have a 32-bit unzip program. Pkunzip or any DOS
based program will not work because it will not handle long file
names, which are inherent in FS98 files. There are 32-bit unzip
programs available here in the files section. Winzip95 is one.
4. If the airplane(s) you have in mind is (are) FS98 airplanes, they
should have the folder structure zipped up in the file also. Be sure
the "recreate directories" option of your unzip program is turned on
and unzip the file into the airplanes folder of FS98. The new
folders, as outlined in the above message, should be automatically
created and show up in the airplanes folder.
5. That's all that is needed. The new airplane should appear in the
aircraft menu of FS98.
6. If, for some reason, the zip file does not contain the
directories, my reaction would be to pass it up, at least until you
get more courage. If you don't want to do that, the preceding message
is a valid way to install it.
7. If the airplane(s) are FS95 (FS6.1) or FS5.1 models, they need to
be processed through the converter. This is easier than FS98
airplanes.
8. Unzip the file into a temporary or interim folder. I keep all mine
in a folder called Imported Airplanes and put them into sub folders
with the name of the model.
9. Run the converter and direct it to the path of the interim folder.
10. The .air file will show up. Select it and close the window.
11. The program will tell you if the conversion was successful or
not. If it wasn't, forget it and go find another plane.
12. That's all you do. The folders for that airplane are created and
put in the right place also. The airplane will show up in the program
aircraft menu.
Bob Fiedler
Quick additional note: Be sure the panel.cfg and sound.cfg files
point to panels/sounds you actually have. Sometimes an aircraft will
come in that has something a bit different. If these don't point to
a usable spot, the aircraft will not appear in your list.
Larry N.
Good tips... if you convert the .air file though and do not have a
model texture sound and panel, do you create one or just take what
they give you? For example there will be no sound config file etc...
If, in the case of a FS5.1 airplane conversion, there is no .mdl
file, the converter will create one, just as it would have done if
you were converting to FS95. The other, sound and panel, folders will
be created using the "vanilla" panels in the FSFSCONV folder and the
sounds in the "stock" airplanes. This will make the airplane fly. If
you want to "customize" these later, you are free to do so. I'm not
an expert on that process though.
Bob Fiedler
The initial folder to download to can be called anything and placed
anywhere, except, I would keep it out of the actual flight simulator
program folder, which is the one that you described. I download lots
of things into mine, like recipe files and music files. Its just
easier than continually assigning a new folder during the download
process and then remembering what it was after I sign off. From
there, I usually cut and paste the airplane zip files into a interim
area that I have called Importer Airplanes. I open a new folder there
with the name of the airplane. This is just for organization, it is
not required by any program. I don't have Winzip, but if it doesn't
have the "recreate directories" option it will probably do it any
way. I have a commercial zip/unzip program and it has that option. My
program is called Zip-it.
The converter programs you mention are exactly what you should have.
Don't change any of them.
If you unzip a FS98 airplane .zip file into the Airplanes folder and
the directories are truly recreated, you should not have to create
any yourself.
If you convert a non-FS98 airplane with the converter, the
directories (folders) will also be created automatically.
In short, you shouldn't have to create any sub-directories in the
Airplanes directory at all.
Bob Fiedler
1. Yes, unzip it and put the file in a folder. C:\FS95\conv is fine.
2. Start up the converter. Hit the button that says "Aircraft Files"
3. In the box that pops up click type in the path to your file C:\FS95\conv
4. Highlight the *.air file, hit OK and you should have it show up in
your aircraft menu when you open FS98.
To answer your other question, when you unzip a zipped file it always
keeps the original zip file intact.
John D. Hefcheck
If you downloaded an fs98 plane then it should work ok as is in
fs98. Check the instructions again and then take a look at the
planes directory structure in the fs98 aircraft directory. Sometimes
it is possible that you might have copied the files into the wrong
places without realizing it. If everything is okay then I guess your
file must be corrupt or your register damaged.
Gary S. Norton
Or you don't have the converter downloaded and installed! All
airplanes require the installation of the converter files. Even when
they say they are for FS98 already! Don't convert just install.
Bob Fiedler
CAN SOMEBODY COMMENT PLEASE ON WHETHER THE FUEL USAGE IS GENERALLY
REALISTIC ENOUGH IN SOME OF THE MORE POPULAR AIRCRAFT MODELS POSTED
IN THE FILE AREAS. ALSO, WHERE OR HOW WOULD ONE ADJUST THE FUEL
SCALARS IF NEED BE?
What I usually do to solve any editing problems are keep a copy of my
old FS 5.1 installed with FSFS included. Any airplane I want to edit
I put in the Pilots menu (this only works with pre FS98 aircraft) and
then load up FS5.1. You can then edit any aspect of the aircraft u
want. Once done I go back to Win95 and convert the aircraft (with
converter of course) back to FS98's format.
Les L. Dillon
I HAVE RECENTLY DOWNLOADED A P-51 AND A P-38 THAT CLAIM THEY ARE FOR
FS98. I HAVE UNZIPPED THEM AND PUT THEM IN MY AIRCRAFT DIR. LIKE THE
INSTRUCTIONS SAID. WHEN I RUN FS98, AND GO TO "SELECT AIRCRAFT", THEY
ARE NOT A CHOICE TO CHOOSE FROM. WHY NOT? IN THE TEXT THAT CAME WITH
THIS IT MENTIONS SOMETHING ABOUT A "MICROSOFT CONVERTER". WHAT IS
THIS CONVERTER? IS THIS WHY I AM HAVING PROBLEMS?
Yes you need to have the MS converter installed in order to add new
planes. The converter can be found in the file library of this site.
As well as allowing you to convert planes designed for FS5 & FS95 it
allows you to use planes that are for FS98 (although these do not
need to be converted) It also fixes many bugs in FS98. There is also
an additional patch available, which can be found on this site also.
John D. Hefcheck
I DON'T KNOW IF ANYONE ELSE IS HAVING A PROBLEM WITH THE MD-90
AIRCRAFT ON THIS SITE. I DOWNLOADED IT AND IT'S ALL IN THE RIGHT
PLACE, BUT IT DOESN'T APPEAR IN MY LIST OF AIRCRAFT IN FS98. I EVEN
HAD THE AUTHOR SEND ME THE 95 VERSION AND THEN CONVERTED IT WITH THE
98 CONVERTER. IT STILL DOESN'T WORK. I'VE LOOKED AT EVERYTHING. IT
ALL LOOKS LIKE MY OTHER PLANES EXCEPT IT DOESN'T SHOW UP IN THE LIST.
ANY SUGGESTIONS? I'VE EVEN DOWNLOADED IT SEVERAL TIMES THINKING
MAYBE THE ZIP FILE WAS CORRUPTED. NOTHING WORKS. HELP!!! I DID
NOTICE IT HAS ONLY 7 .AF FILES.
Copy the panel.cfg file from the 737-400 to your new plane's \panel
directory. Some aircraft come with a panel.cfg file that points to a
panel you may or may not have on your system. Causes the plane to not
show up.
Pete
I HAVE DOWNLOADED SEVERAL AIRCRAFT AND ONLY A FEW OF THEM SHOW UP
IN THE FS98 SELECTION FOR THE AIRCRAFT. I PUT THE AIRCRAFT IN
SUBFOLDERS OF THE AIRCRAFT-FOLDER OF FS98 AND CHECKED IF THEY
CONTAINED THE REQUIRED SUBFOLDERS FOR MODEL, PANEL ETC. I DID ALL
THE THINGS, WHICH WERE SAID IN THE README FILES. I EVEN INSTALLED THE
FSCONV.EXE. NEVERTHELESS MOST OF THE AIRCRAFT DON'T SHOW UP IN THE
MENU; ALL THE AIRCRAFT ARE FOR THE FS98, SO WHY DON'T THEY WORK?
Following reasons for Your problem are possible (surely no complete
list):
- Missing .CFG - File(s) in the aircraft-subfolders \panel, \model or
\sound may cause FS98 not to show up this aircraft
- still missing conversion from a flight-shop-plane up to FS98 (or
having overseen the error message of FsConv, that it cannot convert
the specified plane)
- Using non-flight-shop-planes with moveable flaps or smooth-moving
gear (which can't be converted or used by FS98)
- Having renamed the folders of the original FS98-planes, for
example, by adding a "_" at the beginning of the folder-name (which I
tried in order to find out the original planes easier). That
truncates the aircraft-list extremely. Don't know why!
- My last experience with which I seemed to have 'lost' aircraft was
by using FS98 on a harddisk partition larger than 2 GB. All folders
beyond the 2-GB-mark where not recognized by FS98 - although they
could be read by any other maintainance software (such as File
Commander for Win95) in order to move these 'lost' files back to a
smaller partition.
Mickey S.
CAN ANYBODY SHED ANY LIGHT UPON WHY THE PROPELLERS OR ROTOR BLADES ON
SHAREWARE AIRCRAFT DO NOT SPIN? OR PERHAPS IT'S JUST ME?
You get the prop circle, usually, but not the stroboscopic effect.
This is because Flight Shop which is the origin of almost all
3rd-party airplanes, does not support moving parts. The gear "pops"
out and in and the flaps and rudder jerk into position. but no
gradual movement. We have to wait on either a new Flight Shop type
program or the programming secrets being delivered by Microsoft in
the form of a developers kit.
Bob Fiedler
HOW COME I DON'T SEE A SPINNING PROP ON MY PLANES IN FS98 AND OTHER
PEOPLE DO?
You don't see it from the cockpit view. The virtual cockpit and the
chase plane views should show the prop on the Cessnas. Probably the
other MS prop planes also. It has a "stroboscopic" effect, like
watching spokes on wagon wheels in the old westerns.
Bob Fiedler
I AM USING FS98CONV. I READ ALL DOCUMENTATION AND PROGRAM INSTALLED
FINE. FOR EXAMPLE THE CESS CARDINAL SAY "ONE FILE CONVERTED". FROM
THE README TEXT THE A/C SHOULD BE AVAILABLE IN THE SELECT A/C TASK
BAR OPTION. IT IS NOT THERE ALONG WITH ALL OTHERS CONVERTED. ANY
SUGGESTION/TIPS ON WHAT I MIGHT BE DOING WRONG?
If there is a problem in one converted aircraft, the ones that follow
it, alphabetically, will not show in the "aircraft-select" menu
either. So, figure out which missing one is highest in the alphabet
and take a real good look at the folder contents. Especially the
panel and sound folders. Make sure that all of the files being
referenced are located and named exactly right. Track down each one.
Just a shot in the dark. You are using a 32-bit unzip program aren't
you? Pkunzip or any other 16-bit unzip program won't work.
Bob Fiedler
I DOWNLOADED SOME AIRCRAFT (LIKE THE 747, 77, 767) AND INSTALLED THEM
THE WAY THE INCLUDED README FILE TOLD ME. I COPIED THE .AIR AND .CFG
FILES TO THE AIRCRAFT FOLDER (THE 747 FOLDER, 777- FOLDER ETC...) AND
MADE THE FOUR DIRECTORIES (MODEL, PANEL ETC...). ONLY THE AIRBUS A340
IS WORKING PERFECTLY (THE ONE FROM AUSTRIAN AIRLINES). BUT THE OTHERS
ARE GIVING ME PROBLEMS. THE FACT IS THAT THEY AREN'T LISTED IN THE
AIRCRAFT SELECTION OPTION OF FS98 SO I CANNOT FLY THEM AND THAT IS
FRUSTRATING.
I think I can help you. First of all, when you download these
aircraft, create a separate folder for them, a folder outside FS98.
You can put it anywhere, just as long as you can find it again.
Second, unzip these files and tell the program to unzip them back
into the folder you put the .zip file in. After you've unzipped
them, go to FS98 Aircraft Converter and convert the aircraft file.
Most of the aircraft out there will tell you that you have to copy a
certain file into a certain directory or move the .gau files into the
gauges folder. Most of the time, you don't have to do that. Notice
I said MOST. Anyway, when you ran the converter, it automatically
put the file the sim it needed in a new folder it created for the a/c
INSIDE the FS98 aircraft folder. This is how I've done it and I have
over 30 aircraft in my database. If you got anymore problems, just
post a message here!!
Jaime
I FIND THAT THE SPOT VIEW DISTORTS THE PLANES. THE PRIMARY
MANIFESTATION SEEMS TO STRETCH THE WINGS. ESPECIALLY NOTICEABLE ON
LARGER AIRCRAFT. I DON'T THINK IT'S MY VIDEO CARD AS I DON'T HAVE
THIS PROBLEM ON MY FS95. CAN THIS IRRITATION BE REMEDIED?
Pull down the Views-View Options menu and change the spot plane view
distance to 100-300 feet, depending on the size of the airplane. Once
you are returned to the main screen press the "Backspace" key to get
a 1:1 zoom scale. When on the ground, if you pan down, as though
below the tarmac, the pan stops and zooms in instead. The distortion
occurs when the spot distance is set too close and the view is zoomed
out. Sort of like a wide angle lens.
Bob Fiedler
AFTER I DOWNLOAD NEW AIRCRAFT AND PLACE FILES IN THE RIGHT
DIRECTORIES, AND FIRE UP FS98 AND SELECT AIRCRAFT - I CAN SEE THE NEW
AIRCRAFT IN THE PREVIEW BOX, BUT WHEN I SELECT OPEN I GET A
"PERFORMED ILLEGAL FUNCTION" MESSAGE AND HAVE TO EXIT FS. I HAVE
INSTALLED THE FS98 CONVERTER AND EVERYTHING ELSE RUNS FINE. ANY
SUGGESTIONS?
I had the same problem as you once too . The plane was the Beagle Pup
which included a panel. I went into the A/C directory of FS98 and
into the panel CFG file, and it turned out that the BMP file for the
panel was named incorrectly, so I changed the BMP's name to the one
it said in the CFG file.
Richard W. Burgoyne
I KEEP GETTING THE ERROR MESSAGE "CAN'T DISPLAY VISUAL MODEL".
You need to download and install the FS98 converter even if
conversion is not needed. The converter installation adds files and
drivers that are needed for all add-on airplanes.
Bob Fiedler
You need a file called msvcrtd.dll to be placed in C:\Windows\System
available here in MSVC5.zip. This file does not get installed by the
Convertor.
Robin
HOW DO OTHER FS98 USERS ORGANIZE THEIR PANEL AND AIRCRAFT FOLDERS?
I have the folders containing the aircraft.cfg and *air files in
folders directly under the [Aircraft] folder and I've named
them like [4Jet_B747]. In this way they will be sorted in an order
reflecting number of engines and aircraft type. As far as I can find
out it seems that FS98 requires that the aircraft.cfg file is in a
folder directly under the [Aircraft] folder. Under each aircraft
folders I have panel and sound folders below it, for example
[panel.B747_EE]. Then I edit the sim=, model=, panel= and sound=
pointers for each [fltsim.x] command in aircraft.cfg to point to the
files I want.
In this way Ill have all my combinations of different B747 flight
models, panels and sound packages in one folder and one
aircraft.cfg file. Then I use the title= parameter to identify
each combination when they show up in FS98.
To organize panels I've created a folder under the [Aircraft]
folder named [Panelz]. Under this I've created one folder for
each aircraft type [4Jet] with one folder for each downloaded
panel below it using the same system for, i.e. [B747_EE] where
the last two letters are the initials of the panel designer.
I've done in a similar way for the sound packages. In this way
each panel or sound package is stored only in one place and can be
used in combination with any aircraft by editing
the alias= pointers in panel.cfg and sound.cfg in the
subfolders of respective aircraft.
So for each new aircraft, panel or sound package I install I place
them in a new folder and go through and edit the cfg
files to the combination I want.
I might seem a bit tedious to do this for each new downloaded item
but it really pays of when the number of item are reaching
several hundred. It really makes the testing of new downloads
with your previous favorites a lot easier.
Of course I don't use all these combinations. Although I find it good
to set up several aircraft/panel/sound combination for an
aircraft, test them and pick the one I like the most for
further use.
Sten-Ake
WHY DO I RECEIVE A PAGE FAULT MESSAGE CAUSED BY MSVCRT.DLL AFTER
INSTALLING AIRCRAFT?
This error is almost certainly being caused by one of the panel .BMP
files not being where the panel .CFG is looking for it.
Laurie Whelan
Also make sure you used a 32bit unzipping program such as Winzip95.
If there was a long filename in there and you were using a 16bit
unzipper such as Pkunzip you will get a corrupted file name.
John D. Hefcheck
THE EXTRA SEEMS GLUED TO THE GROUND AFTER APPLYING FULL POWER FOR
TAKEOFF. ANY TIPS?
Several things to check.
1. Is the autopilot turned off?
2. Is the trim indicator centered?
3. Is the throttle all the way back and have you pressed F1 to initialize it?
Bob Fiedler
There is one more thing, try pressing [ctrl]+[alt]+[F4]. This
will set your mixture to rich and I think it is [ctrl]+[F4] to set
the Prop Pitch to max.
Chris
Try pushing the stick forward to lift the tail. Once the tails up it
should pick up speed. However it should come up on it's own with
speed.
Ted
SOME PRACTICAL, BUT MAYBE NOT OBVIOUS TIPS, ON DOWNLOADING AND ORGANIZING
AIRCRAFT:
After downloading many planes my aircrafts directory in FS98 was all
hickledy-pickledy so I decided to arrange it.
Click on the aircraft.cfg of the plane of your choice and notice that the name
that appears in the fs98 menu is the one displayed on the top line. How about
prefixing certain aircraft with a common word, for example if it's a 747,
prefix the plane name with 747. Sopwith camel, Albatros, prefix with WWI, all
those fancy Brasilliers prefix with EMB120. Do this to all your aircraft and
you will find that when you open the aircraft menu, aircraft of the same type
will be grouped together. If after changing these names you get errors when
loading FS98 (in the words of Douglas Adams) Don't Panic. it is just your saved
flights trying to reference the old aircraft names. Either re-save the flights
or just delete them.
Worried about where an un-zipped aircraft's bit will appear? Just create a
folder in fs98 called TEMP and unzip (with folder names on) to this area. You
can then drag and drop to where ever you want. This prevents files ending up
all over the place - had a look in your windows/temp directory lately!
I know these are pretty obvious tips but perhaps it will help somebody,
Edward B. Munns
Each of those titles MUST be unique or FS98 will only display the visual model
for the FIRST one. You will see two identical titles listed, but you will only
get the first visual model associated with both.
Eric J. Jorgensen
HOW DOES FS98 DETERMINE WHETHER AN AIRCRAFT IS JET OR PROP POWERED?
It's stored in the flight model. You can see it if you download ADE98 and look
at the parameters in the flight model.
Ian Donohoe
WHAT CAN I DO IN ADE98 TO GIVE A PLANE MORE RUDDER POWER?
FS98 has a completely different flight 'engine' to all previous versions.
Because of this, it also calculates many aspects of the flight model quite
differently. (Fuel consumption, induced drag, scalars, etc.). FS5.0, 5.1, FSFS
and FS95 were essentially identical.
Because of these differences and extra complexity, ADE98 is not able to adjust
some variables in FS98 models which were previously available for FS95 or FS5
or FSFS models. For example, the rudder 'scalar' is stored as a single
variable in an FSFS model, it is able to be derived from some others in FS5 and
FS95 models, but is not able to be derived (yet) in FS98 models by ADE.
For maximum flexibility/accuracy, it is best to edit an FS95 version of the
plane in ADE98, then convert it to FS98 for test flights, then add/change the
FS98-specific avionics and other options with ADE98.
Ian Donohoe
IS THERE AN EASY WAY TO FIX NOSE BOUNCING WHEN LANDING AND APPLYING THE BRAKES?
I have found an answer to the "bouncing"problem, when it concerns
commercial airliners (Boeing 7x7's, etc.) Take a close look at the reference
tab of ADE13, specifically the unknown parameters. They are different for
converted jets than either the default 737 or Lear. Try unchecking parameter
0333b, and check parameters 0339a, 0339b and 0340a. That considerably
reduces bouncing on large jet aircraft. More experimenting required to
figure out which parameter does exactly what.
Christine Derksen
WHAT FACTORS IN ADE DO YOU CHANGE TO GET AIRCRAFT TO SIT FIRMLY ON THE GROUND?
The answer is that the flight model's gear is longer than the visual
model's. (Btw, this can also cause the Stall Warning to come on while taxiing
- particularly with a taildragger). Just change the 'Gear Locations (U/D)' in
ADE. As with any change to a parameter which can affect other dynamics (in
this case, the gear heights also determine the fuselage angle on the runway and
therefore the forward view angle), it is best to make the change to an FS95
version of the plane in ADE98 and do a 'recalc', then convert the plane to FS98
again.
Ian Donohoe
HOW CAN I STOP AN AIRCRAFT FROM BOUNCING UP/DOWN AT THE NOSE?
Sounds like a bad flight model which will need many changes to make it fly like
a 747 :-)
Fuselage Angle
For FS95 it was only necessary to change the 'Fuselage Angle' parameter in ADE,
but for FS98 it is necessary to go back to an FS95 version of the model and
change the relative heights of each gear set then hit 'recalc' in ADE. Then
convert to FS98 again.
Bouncing
Usually caused by:
a) incorrect fuel capacity (usually too high)
b) incorrect Max Gross Takeoff Weight (usually too low)
c) incorrect Zero Fuel Weight (related to the above or forgetting to add crew
and non-fuel payload to published 'empty weight').
The best solution is always to use correct specs. Many designers try to
increase fuel capacity to get extra range, while the main wing geometry is the
real problem. Same applies to Max Weights: many designers use reduced max
weights to gain speed or range, while the real problem is in the wing geometry
or drag coefficients. Use the same numbers for wing and stabilizer dimensions
that the original aircraft engineers used - FS prefers them too :-).
Can also be corrected by adjusting the gear locations and doing a 'recalc', or
using the 'cure dancing' option during recalc on an FS95 model in ADE. Then
convert to FS98. Or adjust the gear loadings in an FS98 model. More info on
the ADE 'Tips' page.
Ian Donohoe
A FEW TIPS ON BOUNCING ON LANDING.
Typically this occurs because either the angle of descent or the speed of
the approach is too high, or both. The set up for a good landing begins as
you enter the traffic pattern or as ATC vectors you to your initial
descent. Know the performance envelope of your aircraft, i.e., know the
V-speeds. When I started flying FS98's 182 I had no manual for the
aircraft, but knew the 172 V-speeds because I fly that real type all the
time, so I tried applying them to the 182. On take off they're OK, but your
landing speeds will have to be a little higher because it's a heavier
aircraft with different engine and propeller characteristics. V-speeds are
velocities at which the aircraft performs best, and velocities that mark the
safety limits of the aircraft performance envelope.
The colored arcs on the airspeed indicator tell you what the basic envelope
of the aircraft is. The usable flap range is the white arc. You shouldn't
deploy flaps above this arc, and in flight you should keep the airspeed
above the bottom end of the arc and within the green range. If your
settings in FS call for aircraft damage due to stress, you will get damage
if you exceed or undershoot the V-speeds similar to a real airplane. Try
practicing your landings with this feature on, maintain positive aircraft
control.
There are several good books about flying in flightsim, but any private
pilot handbook can give you some more detailed info. Enter the traffic
pattern (1000 feet AGL for light planes, 1500 feet for jets) from a 45
degree angle to the center of the airport (most airports are left hand
traffic). Reduce your speed to the flap operating range and turn downwind
to parallel the runway you're going to land on. The distance of this
parallel track from the runway centerline is basically the length of
radius of 2 - 90 degree turns at 15 degrees of bank for the speed of your
aircraft plus the length of one radius between the two turns.
As you fly downwind, lower your first 10 degrees of flap. Hold the
aircraft straight and level and let it naturally descend and slow, trading
speed for altitude, and keeping your hand on the throttle. Try to
maintain a 500 feet per minute descent. You can think of it as 500 feet
on base leg, and 500 feet on final, or some proportion less thereof
depending on time, speed and distance. Before turning base leg
(perpendicular to the runway centerline) lower another 10 degrees of flap,
maintaining 500 feet per minute descent, speed at about the upper 2/3 of
the white arc. Keep the nose level and let the aircraft naturally
descend. Look to your left and spot the end of the runway, for your turn
to base leg will be after you are perpendicular to the end of the runway.
Turn 90 degrees using no more than a 15 degree bank. Maintain descent and
lower 10 degrees more of flap. Start a slow roll out of this turn 10-15
degrees before you reach the 90 degree point. You are now on the base leg.
Descend 500 feet per minute and look 45 degrees to the left and spot the end
of the runway - look for VASI (visual approach slope indicators) white
upper/red lower if available. Time your base leg to give you a 90 degree
turn onto final approach at a 15 degree bank. Watch your airspeed and
attitude very closely now because we are reconfiguring the aircraft for
transition from flight to taxi. Keep the aircraft nose positioned to
maintain speed and altitude exchange and prevent stalling. If you find
you're too low - execute a missed approach and go around and try it again.
Keep that hand on the throttle! Trade speed for altitude as necessary and
keep the aircraft level.
At the final approach turn point lower your next 10 degrees of flap. Start
your roll out slowly 10-15 degrees before to place you on the runway
centerline. In some aircraft you may want to throttle up at this point to
maintain a solid and controlled descent rate with good slow flight
characteristics because the aircraft looses speed in turns. (I land the
KC-135A at between 55-60 percent thrust, full flap, thrust
reversers/spoilers set, maintaining 150-160 kts to the end of the runway,
cut throttle at threshold, let speed sink to 146 kts and flare to sink to
smooth touchdown on the marks almost every time - even with crosswinds. Use
thrust reversers to 60 kts, retract, use up elevator to slow and tap
breaks.)
Throttle out at the threshold. Look to the far horizon at the other end of
the runway ahead and keep the aircraft centered on the runway. Your best
judge of height is not looking at the ground immediately below but into the
distance around the immediate airport. (Some approach plates will be marked
with the percent slope of the runway so you will know not to flare too high
or too low by this method.) As the speed sinks to landing speed, hold the
aircraft level and flare just before touchdown, watching the horizon.
Crosswind approaches make this more difficult when you have to crab the
approach angle, but with diligent practice and watching those V-speeds, you
can master it. Always review the aircraft checklists before and during
flight. File a flight plan if you're flying for real. Obey all FAR's.
Incidentally, the maximum speed below 10,000 feet is 250 kts.
I hope this may help someone - there are other approach and touchdown
methods just as valid to others.
-- Mike Wagnon
m.wagnon@worldnet.att.net
PLEASE HELP WITH IDEAS/SUGGESTIONS FOR GROUND STEERING WITH TAILDRAGGERS!
There are a number of factors which ALL contribute to 'poor' taildragger ground
handling:
1. Expectations
Most taildraggers under discussion do not have steerable tailwheels: they
either have a fixed 'skid' or a castor (free-rotating trailing wheel like the
front wheels on a shopping trolley). The wheelbase of tailwheel aircraft is
also typically nearly double that of a tricycle.
Therefore, comparing the two is like comparing the turning circles of a
Cadillac Eldorado with a Honda Civic - or comparing the precise steering of a
small motor car with sitting in a moving shopping trolley and trying to turn it
by willpower alone.
2. Sim Limitations
No-one has yet found the 'magic variable/s' in the flight model (if any) which
control steering strength and direction. No doubt this situation will change
soon. But this is only a MINOR limitation to taildragger enjoyment.
3. Flight Model Errors
Many (most?) taildragger flight models have the wheelbase and track incorrectly
specified. In addition, most have the rear body scrape point at or lower than
the wheel location - causing FS to add body drag to already poor simulation of
a skid or castor. Some even have the nosewheel or tailwheel off-centre -
causing further problems with the simulator.
4. Technique
For stationary or very tight turns:
Both castor wheels and skids must be freed from rest by a burst of propwash on
the rudder (using a quick burst of engine power). FS98 recognizes propwash,
but FS95 and FS5 didn't. This requires that the rudder be partly or fully
deflected - PLUS, one of the wheel brakes has to be released so that the plane
can spin about the other wheel - while you also increase and reduce the
throttle. If you don't have rudder pedals, this takes three hands to
coordinate in FS :-)
When taxiing:
Most taildraggers with good wheel location specs can be taxied at about 1,100
to 1,800 rpm (depending on engine power and gross weight). Choose an rpm that
requires short jabs on the foot brakes every second or so to keep speed down to
15 - 20. Then - and here is the big SECRET - use BOTH differential
braking (one finger held down on F11 or F12) AND balanced braking (one finger
tapping your normal braking button on joystick/yoke) SIMULTANEOUSLY to move
around tight corners at no less than 5 - 10 knots. Add a short burst of
throttle to help if required.
With just a bit of practice, you will be able to taxi almost any taildragger
anywhere around an airport quite easily. The bigger the plane, the slower you
should try the 'running turns' to avoid huge turning circles.
Ian Donohoe
HOW DO I ADD MY FLIGHT SHOP AIRCRAFT TO FS98?
You need to run the Flightshop planes through the converter. You must have
converted the Flightshop planes to work in FS95, so just do the same thing.
You can convert the air file in FS95 or the air file in the original FSFS
plane.
John D. Hefcheck
HOW CAN I USE ADE TO MAKE MY AIRCRAFT STOP PULLING TO THE RIGHT ON THROTTLE UP
AND TAKEOFF?
There are three aspects to the tail/rudder problem:
a) Control Sensitivity. I have seen many messages here complaining of planes
pulling even more to the right after applying the latest FS patch. Yet I
seemed to have more problems with them pulling to the left! In discussions
with one designer about comparing subjective performance, we have discussed the
necessity to also report what control sensitivities and null zones we were using
in any particular test run.
b) Scalars. ...the most likely problem is excessive scalars. These would
have been applied to achieve certain results in FS5 and/or FS95 (which handle
quite similarly for accurate dimensions), but would cause problems in FS98.
Try to start with all Surface and Stability scalars at 1.0. Then decide which
one/s need to be increased or reduced slightly (ie. to 0.9 or 1.2 rather than
to 2.0 or 3.0) to reflect actual handling or known efficiency/inefficiency
of the controls on a given plane.
c) Tail Area. I had a lot of trouble determining actual tail areas to use
with my taildragger models. Gross areas of wings and horizontal stabilizers
include the imaginary section 'hidden' within the fuselage (mainly because
airflow over this section is still deflected over the wings by the fuselage to
provide lift). So I reasoned that part of the vertical tail might also be
'hidden' within the fuselage - since I could not find any 'official' tailfin
area specs. In discussions with one Wells Sullivan (an aerodynamics student)
about this, he came up with a means of calculating the 'effective area' of the
tailfin for me which is as much as double the observed area. I haven't had
time to try the changes yet, but this 'justifiable' extra tail area was all I
needed to get my taildraggers handling properly in turns without firing up the
random number generator for some new areas.
Ian Donohoe
WILL THE PLANES I DOWNLOAD OFF THIS WEB SITE WORK WITH FS98 WITHOUT
THE USE OF BAO FLIGHT SHOP? I HAVE DOWNLOADED THE MOST RECENT
CONVERTER AVAILABLE AND THEY WILL NOT CONVERT PROPERLY. KEEP GETTING
BAD MODEL 6.0 ERROR.
If the plane is stated as being for FS98, then yes they will work
right away if the directory structure is right. Some .zip files are
packed to unload to the correct directories and some are not. Look at
your default planes to see the correct layout. Also if you try to
convert an FS98 plane to FS98 you will get an error. No need to
convert if its FS98 ready.
Rusty
Planes that have been modified from the original BOA Flightshop will
not convert. A most common modification that will not allow the
planes to convert is the addition of landing lights, although I
believe that movable parts also will cause a plane not to convert
JDHef
The error you are getting is due to aircraft that have deviated from
the original FSFS design. MS FS Converter 98 will only convert
aircraft in original FSFS format. It's a bummer, but something we've
got to deal with, I guess. I had a great F-14 Tomcat in FS 95 that I
would of loved to have in 98, but no go. Oh well! Just stick with
the ones that are in FSFS format, and you should be ok, no FSFS
required here in '98.
Aaron Pederson
MANY OF MY ADD-ON PISTON AIRCRAFT VEER OFF THE RUNWAY IF I DON'T USE THE RUDDER,
EVEN WITH NO WIND, WHEN THE REALISM TAB IS SET FOR "REAL". LAST NIGHT THE
PROBLEM WAS PARTICULARLY BAD WITH A CAMEL. IS THIS REALITY?
Yes, all prop driven A/C are subject to torque effect. You should get
it with turbo props too. Stand on right rudder to correct. One twin
Piper, Senaca ?? had counter rotating props that should have neutralized
torque effect. Same thing applies to boats.
Jim McCarthy
Could be that torque was overdone. All prop aircraft will turn in the direction
opposite the direction the propeller/engine turns due to torque effects. It's
the equal and opposite reaction physics deal. The Camel should have some real
nasty torque effects if modeled "realistically" as this aircraft has a rotary
engine in which the entire engine rotates at the same speed as the prop.
That's alot of mass spinning around out in front that will cause the plane to
turn in the opposite direction of the rotation especially at high RPM low
airspeed situations such as initial takeoff roll. I don't know if MS modeled
such effects into this plane. or if it's even possible to do so but the torque
effect is real and does effect prop planes.
Dave
Torque and propeller effect (P-effect) are very real in propeller-driven a/c.
In U.S. built engines it normally results in a left-turning tendency that must
be corrected with right rudder (US-built, because there are some manufacturers
in other countries whose engines, therefore propellers, turn the opposite
direction). This should be easily correctable with a bit of right rudder
pressure. It should be less noticeable in twins, but uneven thrust can cause
all kinds of yawing tendencies.
But it's more than torque. Gyroscopic precession and "propeller effect" also
play a part. Torque tends to roll the a/c. The other two yaw the a/c.
Anything that rotates acts a bit like a gyroscope; the more massive it is, the
more pronounced the effect. A gyro is a bit like a toy top, the spinning keeps
it stable. Gyros are used, for example, in the artificial horizon instrument
(excuse me, that is now the attitude indicator), the direction gyro (gyro
compass) and the turn coordinator or turn and bank instrument. Gyros are also
a major component of an inertial navigation system.
The precession comes with an attempt to "tilt" the gyro -- it resists this, and
translates the motion to a different axis 90 degrees away from the attempt,
thus raising the tail on a tailwheel a/c is resisted by the propeller/engine
rotation (gyro effect) and causes a yaw. In US built engines (they rotate
clockwise as seen from the cockpit) the yawing tendency is to the left.
So with any or the rotary engine a/c from the WW I era, the tremendous rotating
mass would cause a MAJOR yawing effect. Many of the high power fighters from
the WW II era had tremendous torque, some to the point that pilots couldn't
really apply full power until they had enough speed for the control surfaces to
fight the torque. It's my understanding that there were a few instances of
such fighters actually being rolled over on their backs from applying too much
power too soon.
Propeller effect comes from the fact that the propeller is an airfoil, just
like a wing, and each blade generates "lift" in a forward direction that
results in effective thrust. However, at any time that the relative wind is
not precisely perpindicular to the rotational axis of the prop, the blades have
an uneven angle of attack, therefore generate differing amounts of thrust.
Picture the a/c in a climb: the relative wind is coming from below the nose,
thus the downgoing blade (let's limit this for the moment to a 2-blade prop)
has a higher angle of attack (thus more thrust) than the upgoing blade. Since
the downgoing blade on a US built engine is on the right, it tends to cause yaw
to the left.
A/c designers compensate for these effects, usually optimized for anticipated
cruise speeds, with offsets of the vertical fin, offsetting the engine
mounting, and even, on some a/c, a different angle of incidence on each wing.
This is a far from comprehensive list of the compensations and compromises, but
is likely far more than most people wanted to know in the first place.
Larry F. Nussbaumer
WHEN I DOWNLOAD THE CONVERTER IT'S SAVED ON MY SYSTEM AS A .XYE OR .2HC INSTEAD
OF AN .EXE FILE. HOW DO IN INSTALL IT?
The problem is caused by the web server that is sending the file. It has
renamed it from **.EXE to a random extension **.??? upon transmission. Just
rename it back again to **.EXE and all will be fine.
Ian Donohoe
HOW DO I GET ACCURATE FUEL BURN RATES IN FS98 AIRCRAFT MODELS?
I have yet to find a model built to accurate specs that doesn't also have
reasonably accurate fuel burn! I have even done a "personal" Concorde to
accurate specs which flies and burns accurately (about 1/4 of the fuel burn of
the STOL FSD Concorde).
It is VERY important to:
a) Understand that FS models must be modeled to the proper Max. Gross Takeoff
Weight (MGT or MOW) and wing geometry (area and span). Far too many use
lesser weights and random wing numbers - with all sorts of lift, drag, moment,
consumption and handling consequences.
b) Understand that quoted "Range" figures can be based on all sorts of
standards - resulting in up to a 10:1 spread of figures for the same plane from
different sources.
The biggest problem with jets is the difference between "Range at Max. Payload"
and "Range at Max. Fuel".
The biggest problem with recips is knowing what engine settings have been used
(50%, 65%, 75% power - combined with max or other leaning). Altitude is also
highly relevant.
For example, quoted range for an Embraer 110 Bandeirante (turboprop) at max
payload at eco-cruise speed and altitude is just 173 miles, but with max fuel
it is 1,191 miles. A DHC-6 Twin Otter (turboprop) at max payload should only
travel 115 miles, but at max fuel it should go for 1,103 miles. A DC-4 (recip)
at max payload is quoted at 1,150 miles but at max fuel is 2,180 miles.
Passenger jets are usually quoted at typical passenger loads (which will be
somewhere in between max payload and max fuel).
Ian Donohoe
MORE ON "MISSING' FS98 AIRCRAFT!
I'm a somewhat experienced Flight Simmer and I always have an answer for almost
everything, but I just recently downloaded a airplane and it didn't show up!
First time for me and I've got over 90 so far. Lots of looking and checking
with JAB98, which couldn't find it either, no luck. Finally I went through each
file on each folder to determine what was missing. I found that I had ommitted
the aircraft.cfg file in the root folder. I added that and the plane showed up.
However, it only had texture on the aft half. More checking and I found that I
had scrolled down the .zip file contents to read the installation "readme" file
and then when I unzipped the file I highlighted all of the visible files from
the top to the bottom of the window. This skipped 8 files at the top of the
.zip list and created all of my problem. The point is that it is usually
something stupid and easily corrected that causes these problems.
Bob Fiedler
WHY DON'T AIRCRAFT SHOW UP ON THE DROP DOWN LIST?
There are a number of reasons why planes don't show in the drop down list
or you get error messages.
1- The spelling of the folders under your aircraft name must be panel,
sound (NOT SOUNDS), model, texture and the structure should look like this
for a B-29:
FS-98\Aircraft\B-29\model
\panel
\sound
\texture
2- In aircraft.cfg...the name after FILE= must be the name of the XXX.AIR
file and it is case sensitive. Put in just what is before the .AIR.
3- In the panel.cfg file the name of the FILE= (under [window00]) must be
the name of the bitmap that is in the panel folder.
4- Use the converter on aircraft only...it is not for panels. And use it
only when the downloaded and unzipped aircraft has no model, panel or
sound.cfg files but DOES have only textures and an XXXair file (That means
it's an FS5 or 6 file and not FS98). You should create a TEMP folder
under FS98\Aircraft (FS98\Aircraft\TEMP) and move the unzipped FS5-6
plane files to that folder before you use the converter.
5- Get the program JAB98. IT IS A MUST. It will not only install all the
stuff for you automatically but will also tell you where you made a
mistake if things are not correct.
Regards,
Marty Berr
Longfellow@uswest.net
HOW CAN I GET BETTER VISUAL CUES FOR LANDING?
I have been through the How To and FAQ's because I have had the same
problem everyone else has regarding landing and the lack of visual clues.
I have found that when you change view from foreward to left or right or
behind the zoom factor changes as well. This is noticeable when you are
comming in to land and you are looking for the end of the runway and when
to make your turn from base leg to final. Anyway, I think I may have a
solution to this; it's not perfect but it seems to work.
In the views section of FS98 select new view and make it the left front;
set the zoom option to .71. FS98 will call this view Cockpit 02. Ensure
that the main view Cockpit 01 is set a zoom of 1.00. This will give you a
small window which represents the view out of the front left window. If
you are flying a right hand pattern you should put the second view to
right front and place it on the right side of your screen.
You may need to move your second window around to get the scenery to line
up a bit while you are on the ground. It's a bit of a bore but it's great
when you are looking at the runway out of the front left window and it
appears in the main window at the same size and in the right place.
Happy landings Bill S
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