ha5mvo

Why invisible? some stretches are covered with lower resolution scans, you'll still be able to see them though

Yes, but not with FSX Check the messages you get from tileproxy when the scenery is loading

Didn't check, but I doubt it as the INS is developed by a third party. There are however panel.cfg files available for download that integrate the two, just search the net. If you'll fail in finding it, PM me and I'll send it over

The exact same principle

If you're interested, there's very little you won't be able to find on the net. Try google - its a rather powerful tool

Manual till I reach climb speed (in mach - which is mostly ~24k ) then manual again from TOD or ~ 18-20k. Perhaps this doesn't follow the SOP to the dot, but it lets me execute the flight according to my own calculations

All so true! eventually you'll get used to it. You might also find that nothing can beat Canadian red tape, however, if you play by the book you're almost guaranteed to get your way with it!

did you get to check out TileProxy? Theoretically, you can cache an area where you have hi-res sat coverage ,clone the corresponding BGLs and turn in into a static, traditional, photoscenery. Didn't try it myself - but I see no reason why it can't be done

welcome to Canada! Hope you will enjoy the place, its not as dull as some make of it Drop a line if/when you're in the downtown area.

אלעד - עשה טובה, ערוך ת'הודעה שלך.

כן כן, מי ירחם על המסכן....... שום ללקק ושום פצעים - אחד השרשורים היותר מענינים שנראו פה מזה זמן! חבל רק שאין יותר משתתפים...

For what I know ADC/DADC/CADC/ADIRU etc. don't apply any altimeter correction for ISA temperature deviation. It also shouldn't be a problem for RVSM since all the mates around you fly in similar conditions. Where it does come into play , is when you try an approach at very cold Wx + problematic terrain (did anyone say western Canada?). For this, there are special tables and charts that are used, for all I know, also by Boeing and Bus drivers. GPS altitude is not that accurate. It takes a minimum 3 satellites to calculate a 2D fix, and 4 for a 3D fix. Obviously the more satellies, the more accurate. However, only the satellites closer to the horizon can play any part in calculating your altitude to a higher degree of accuracy. However, the Earth model used by the GPS system is based on an 'averaged' spheroid: Earth is not a perfect sphere like a globe would lead you to believe, it is in fact slightly more elongated across the equator than between the two poles. Plus the fact that some of the surface is covered in high terrain, while the rest is at sea level. So, the developers of the GPS system 'averaged' out Earth into a spheroid taking into account these factors. Thus, you may be in a position where you are calculated to be at altitude, when in fact you are standing on a beach. Likewise, you could be calculated at being at a negative-value altitude when standing at sea level, due to the averaged Earth surface used by the system. The only truly accurate altitude reporting GPS's on the market are those with built in barometers.... You'll need to ask a techie who knows exactly how the system is wired. Logic dictates that inertial system should take precedence and compensate for reversal, but this is merely an [arguably educated] guess a 0.5% error would still not produce a 400Ft deviation (1% might). So either the baro alti is less accurate than that, or there's more than just altitude to explain it....

Can the computer compensate for the lapse to create the mismatch?

OK, back to the original question: Why should there be an error in the first place....? There are several possibilities: 1) an expansion of the aneroid cell 2) Installation error - can cause flow around the static ports 3) Reversal - caused by large or quick pitch changes 4) Hysteresis - a lag in the altitude indication caused by the elastic properties of the cell, occurs when making a large a large altitude, pitch or bank change after maintaining the same altitude for a long time. 5) Temperature - mentioned in a previous post. I'm not sure though, whether its corrected by the absolute alti or applies to both

If I recall correctly, the standard B727 did not have TAS or SAT indication at all! The ADC did do the mathematics to provide a good conversion from RAT to displayed TAT on a giant indicator. That was the only indication 'on the surface' to pilots that an ADC was at work. Of course, behind the scenes, it was doing a great deal of work in the provision of Altitude, Airspeed, and Mach Number indications, and had a not inconsiderable input to the AFDS, Auto-Pilot, and HSI (the latter to provide indication of acceleration to reduce acceleration errors in Magnetic Indication). Pressurisation systems etc., also benefited. TAS was always available from the ADC, but not utilised until the advent of latter day INS installation for wind calculations (at least in the Delco version). Extant B727 operators, please correct me where I'm wrong! Yes, but this was not my follow -up question I'm sure that you'll agree that if we left both altimeters to hang in mid-air at 35k - both would have given the same reading... So, why should there BE an error ?? (I can think of 4 reasons)

hmmm... I think we're mixing up terms and systems here.... ADIRU and ADC are not the same oh, yeah - and why is the reading on that standby altimeter inaccurate??

I claim the question was not answered in this thread either.... So one altimeter is more "accurate" than the other(the quotation marks are there for a reason) - That's all we said so far! But what are the REASONS for an error to creep into the standby altimeter? (I can think of four, but maybe there are more) Excluding mechanical failure or calibration error

Good point! You're probably right. The Calculation most likely is done in the IRS/INS or somewhere else, and not the ADC as I suggested. Regardless of where exactly it takes place, you'll need to combine information from the two systems somehow in order to provide wind calculation for example. i.e - there should be some interconnection of the two And in the unlikely event that anyone's interested in how the ADIRU works out the TAS :roll: TAS=38.96695 x M x square root of SAT Where M= Mach No (corrected for static source error) and SAT= Static air temperature (in deg K) And... SAT= TAT / (1+0.2M) squared -273.15 .......I'll get my coat!

Bruchi, How would the ADC calculate windspeed and direction if: Wind speed= square root (Vwind N squared+Vwind E squared) Wind direction= Arc tan (Vwind E/ Vwind N) + 180 deg. Vwind E= Veast-cos (Pa).sin (hdg) .TAS Vwind N=Vnorth-cos (Pa).cos (hdg) .TAS Where Veast = East velocity (As sensed by IR platform) Vnorth= North velocity Pa= Pitch angle Hdg = Heading TAS= True airspeed Also, pitch and bank changes can introduce an error into the altimeter (although it takes a sharp change to make it significant)

The only assumption I have then. is that one is ADC corrected, the other is not. The error, maybe caused by airflow around the static ports?

זה לא קשור לשאלה בכל מקרה שני המדי גובה בפיט עדדיין למה הם שונים? What's the Temperature, Elad? לא יודע וזה לא רלוונטי לשאלה. :idea: If I understand correctly, all a/c altimeters, be it old capsule type or CADC/ADC driven are calibrated to ISA conditions. If you are flying in temperatures above ISA, air being less dense, your actual true altitude is higher for the same altimeter setting.

זה לא קשור לשאלה בכל מקרה שני המדי גובה בפיט עדדיין למה הם שונים? What's the Temperature, Elad?

על מה אתה מצפה שהוא יכתוב, יעקב? מספרי החניה של אלעל בקטמנדו? איך נכנסים לקוקפיט?

http://www.schiratti.com/dowson.html For the latest version of FSUIPC. Unfortunately I can't be of any help when it comes to all the online stuff