1. Added a pilot.
2. Cleaned up the panel, added a working park brake lever, added the
remaining placards, added "materials lighting for the remaining
switches and knobs tied to the nave light switch.
3. Doubled the resolution of the transparent rgb, added propdisc spin,
and realigned all in the ac file so the spin was concentric.
- add status line (green: active model -- clicks will plant it;
orange: selected model -- adjustable/removable)
- make manually selected models active (that is: further clicks will plant
this model type); doesn't apply to automatically selected models (after
removing)
- cleanup
TODO: yet more cleanup, add missing terminal output, etc.
that the --dme option sets the switch position correctly, but the
preferences.xml file is read after that and sets the switch back to 1.
And then we do *correctly* get nav1. Ideally, we would only let
preferences set the switch position if it wasn't set before, but
for now lets just comment that out there.
I have implemented a Honeywell MK VIII EGPWS emulation for FlightGear.
The MK VIII is an Enhanced Ground Proximity Warning System aimed at
regional turboprop and small turbofan aircrafts such as the Citation,
Citation Bravo, B1900D, Beechcraft 99 and L410.
Frederic Bouvier:
make the MSVC compilation possible. Rearrange base package directories.
I put 3 patches and a sound file in this tar. The c172p... patch
removes an unnecessary patch I submitted to the c172p. It has no affect
on performance. The Instruments-3d... patch adds a working skid ball to
the tc and switches the vor xmls to using params so it is easier to
edit. It also constrains the glide-slope needle to -32 to 32 degrees.
The pa24-250... patch fixes an edit error (corrects a misnamed switch
"click", no change in performance) and adds a "squish" sound to the
primer pump action.
Here is a patch that included the changes in my 2/22/06 posting plus the
3d-instrument light "emission" animations. I also added a magnetic
compas mount and moved it forward and down to better match the real ac
and make it easier to read when adjusting the hi. Ignore the "?" flaged
files at the beginning. none are required. I noticed that there is a
backup copy of pa24-250.ac in the pa24-250 folder in cvs. It can be
deleted. The only copy of that file required is in pa24-25/Models.
I "flew" a shake down instrument XC from 2v2 (Longmont, CO) to KLVN
(Airlake, just south of Minneapolis, MN). Even the fuel management is
realistic. The autopilot on the menu bar works well. Give the changes
a try and enjoy!
Here are the latest updates.
- Most of the changes involve moving instruments / animation / hotspot files
to instruments-3d.
- Some re-texturing.
- Finished Aerostar gear animation.
- I tried adding a LONG variable to the nav radio property tree,
but the conversion kept coming out wrong. Multiplying frequencies
by 100 and outputing that to another DOUBLE worked, but I cant find
the Comm frequencies property updating for the life of me ..... oh
well Nasal works.
I made a minor change to one file in the c172p that accommodates a
feature I added to the navcom-kx155.xml and the dme.xml in the
Instruments folder. I wanted to leave the frequencies, etc. on these
dark until there was voltage applied to
/systems/electrical/outputs/nav. This was accomplished by adding a
param and property alias pointing to the appropriate value. Since the
c172p "always" applies 28 volts, this made no change in the c172p, but
allowed me to model the avionics master and battery master realisticly
in pa24-electrical.nas. I put in comments explaining this at the change
points.
There is a useful "help > aircraft help" that walks you through the
start procedure and lists the key bindings as well as the key to "light
up" the hot spots.
feature I added to the navcom-kx155.xml and the dme.xml in the
Instruments folder. I wanted to leave the frequencies, etc. on these
dark until there was voltage applied to
/systems/electrical/outputs/nav. This was accomplished by adding a
param and property alias pointing to the appropriate value. Since the
c172p "always" applies 28 volts, this made no change in the c172p, but
allowed me to model the avionics master and battery master realisticly
in pa24-electrical.nas. I put in comments explaining this at the change
points.
There is a useful "help > aircraft help" that walks you through the
start procedure and lists the key bindings as well as the key to "light
up" the hot spots.
I made a minor change to one file in the c172p that accommodates a
feature I added to the navcom-kx155.xml and the dme.xml in the
Instruments folder. I wanted to leave the frequencies, etc. on these
dark until there was voltage applied to
/systems/electrical/outputs/nav. This was accomplished by adding a
param and property alias pointing to the appropriate value. Since the
c172p "always" applies 28 volts, this made no change in the c172p, but
allowed me to model the avionics master and battery master realisticly
in pa24-electrical.nas. I put in comments explaining this at the
change points.
There is a useful "help > aircraft help" that walks you through the
start procedure and lists the key bindings as well as the key to "light
up" the hot spots.
mode according to the switch position. Now dme.cxx is more generic
and can't make these settings any more -- and doesn't. So the dme
didn't display anything even if the knob was on.
The initialization has now to be done in the dme.xml file.
(Button-less actions are fired at init time and then thrown away.)
I have modeled N7764P, the comanche 250 I co-own with 2 other Seagate engineers.
In the process of doing this model, I have also improved, worked on, or added
instruments, etc. to Instruments-3d.
* I fixed the adf so the azimuth card is tied to the correct property
* Added TO, From, and out-of range indicators to the 3d vor.
* Also added a manifold pressure gage and a pa24-250 asi (using digital photos
of the actual asi as the starting textures.
Affects on other AC. As far as I know, this will add to-from to the vor and
correct the adf behavior for pa28-161. It would be a trivial edit to the
pa28-161.xml to give the same vor performance to that AC.
Now both VORs act as one.
- Provide generic Nasal code to check if a pilot is abusing their aircraft
by extending their gear/flaps above the maximum allowed speed, exceeding
Vne, or pulling excessive G-forces.
- Implement limits within the C182.
