******************************************************************** *** ACS MD-11 PANEL FOR FS2004 *** VERSION 2.52 / February 2005 *** ******************************************************************** Alain Capt / acapt@worldcom.ch / Switzerland URL: http://www.acsoft.ch ---------------------------------------------------------------------- FOREWORDS OF DOC AUTHOR (Alain Capt) ------------------------------------ To really get 100% of what this sophisticated package has to offer, please take time to read carefully this documentation. I know you may suffer, with my "Frenglish" and the abundance of information's, sorry about that! It take, to the French-speaking guy I am, a considerable time to build this documentation. But it contain ALL WHAT YOU NEED, to master this panel like I master it myself. Therefore, be patient, come back to it often and you will soon be a great virtual MD-11 pilot !!! DESCRIPTION ----------- This package allow to install/uninstall the ACS MD-11 2d panel for FS2004 automatically, with the help of a powerful custom "Install.exe" program, on the following specific MD-11 models: - Mike Stone MD-11 model(s) Identification: ".air" filename = "md11.air", ".air" file size = 10015. URL: http://www.pmstone.com/download.php?f=smd11.zip - Overland MD-11 model(s), version 1.0 (version 2.0 not supported). Identification: ".air" filename = "md11.air", ".air" file size = 8756. URL: http://www.overland.co.jp/public/free/fs2004_md11.zip - iFDG MD-11 model(s), versions: 1.0 - 1.5. Identification: ".air" filename = "MD-11.air", ".air" file size = 8336. The size of ".mdl" files for different versions. The fifth and the sixth character of the ".mdl" file name for the aircraft model type. URL: to be downloaded from AVSIM.com (search iFDG MD-11). "Install.exe" program take care of all problems. With a simple mouse click you will link the panel to the aircraft installation. "Install.exe" will backup all original data's, then it will edit all required aircraft files, according to the adaptation required for the specific model. "Install.exe" can also install into the aircraft directory the appropriate version of ACS LoadEdit for the MD-11 (payload editor), chosen by the user. Finally, "Install.exe" can restore your aircraft directory to the original state with a simple mouse click, at any time. PRELIMINARY REMARKS ------------------- ATTENTION !!! This panel require the Microsoft FS DLL's "GPS_export.dll". and "GPS.dll", version 9.0.0.30612 (9.1.0.40901 if FS2004 with patch). These DLL's are an official part of FS2004 system, which are installed when you install FS2004. But if you have installed in FS2004, other add-on's (E. Martiano A320 panel is one of them), developed for previous versions of FS, these original FS2004 DLL's may have been replaced by older and non compatible versions. If it is the case, you must re-install the FS2004 original version, if you want that all functions of the "map vector graphic" gauge, are working properly. ATTENTION !!! To work properly, this panel MUST BE INSTALLED on host SUPPORTED MD-11 aircraft, with the "install.exe" program included within this package. This program will not only make "aircraft.cfg" file fully compatible with the panel, but will also tune the flight dynamic. Read "TUNINGS" chapter for more details. ATTENTION !!! IF YOU DO NOT RESPECT the previous point, the panel will most probably have several malfunctions. The reason is that panel rely on certain parameters settings within the file "aircraft.cfg", which might be missing or set to a different value. The auto-landing feature is also only certified with the flight dynamic tuning and will not work as expected, with other flight dynamic models. ATTENTION !!! When installed, avoid to modify ANYTHING into the aircraft directory. If you edit file(s), remove file(s), rename file(s), you have the risk to loose performances, introduce malfunction(s) or even make the uninstall process, available with tool "install.exe", to fail. ATTENTION !!! If you want to get the 100% of this package, it is also important you respect all the flight simulator settings as described into chapter "OPTIMUM FLIGHT SIMULATOR SETTINGS". ATTENTION !!! New auto-pilot interface. please read how work the new interface in chapter "AUTO-PILOT NEW INTERFACE". This panel DO NOT REQUIRE the installation of FSUIPC module. However, if you want to have the TCAS and the WX Radar functions, you must have installed a version greater or equal to 3.060 of this module. YOU DON'T NEED TO PAY THE LICENCE OR TO MANUALLY REGISTER, the panel will automatically register. If you encounter abnormal simulation behaviors, before to call my help, read ALL TECHNICAL INFORMATIONS included everywhere in this file, to be sure the explanation of the problem is not here. This panel has been designed to work in full screen mode with 1024x768 resolution and will render 100%, ONLY in this resolution and mode. INSTALLATION ------------ PLEASE RESPECT THESE INSTRUCTIONS TO THE LETTER !!! THIS IS NOT A STANDARD PANEL AND THEREFORE, YOU MAY ENCOUNTER PROBLEMS IF YOU TRY TO INSTALL IT MANUALLY FROM A TEMPORARY "UNZIP" DIRECTORY, LIKE A COMMON PANEL. 1) Unzip into the installation root directory of your FS2004, with option "Use folder name" activated (IMPORTANT !!!). File: ACSMD11panel_xxx.zip. REMARK: "Use folder name" is an option ANY "unzip" tools has. When activated, this option will allow the "unzip" tool to build the destination path for all unzipped file(s) with the initial "unzip" path you specify (in our case: FS2004 Dir) PLUS the path specified for each file into the archive (in our case: all locations where should our files go, like "Aircraft", "Gauges, "Sound", etc...). For your information, Windows XP embedded "ZIP" tool is set this way by default. To access it, select the "ZIP" archive from within your file Manager "Explorer". Right click and select the option "unpack into..." (or equivalent). With the wizard tool, select the main FS2004 directory and unpack. 2) Go into the "Aircaft\ACS MD-11 panel" directory and launch the program "Install.exe" you will found there. Click on the button "Choose MD-11 aircraft" and with the requester which will open, seek into FS2004 aircraft directory, the root directory of the MD-11 aircraft you want to set the panel for and then, click the "Open" button of the requester. If the aircraft you have chosen is recognized, the "Install" button and all suitable installation options selectors will be enabled. REMARK: If the panel was already installed on the selected aircraft the "Uninstall" button will be enabled instead. If you click the button, the aircraft will be reversed to the original state. Select or deselect the tuning option "Realistic brakes" (If enabled you will obtain a realistic maximum aircraft deceleration, when you press continuously joystick trigger, instead of maximum theoretical brake power, which never can be applied all the time in reality). If you have installed the optional MD-11 engine sounds package, the option "ACS engine sounds" will be enabled, so you can choose to activate it, if you wan use these engine sounds. Select the appropriate ACS LoadEdit version or deselect this optional installation if you prefer. Finally, click on the "install" button to install the panel. REMARKS: VERY IMPORTANT !!! If you want to upgrade your iFDG MD-11 with any service pack, you must do this BEFORE to have installed my panel, when the aircraft is still in its ORIGINAL STATE. NEVER DO IT with my panel installed. If the panel is already installed, use "install.exe" to first uninstall the panel, update the original aircraft installation and finally reinstall the panel. If the aircraft is not recognized, you won't be able to install the panel. Not having the control on any aircraft packages, I cannot certify that every package will be compatible. If you have installation failure, please consult chapter "INSTALL.EXE TECHNICAL INFORMATIONS". This chapter explain exactly how behave this tool. So, with this information, you should be able to detect and correct the aircraft installation anomaly. ATTENTION !!! some iFDG aircrafts package might be recognized not as expected. This IS NOT THE FAULT OF INSTALL.EXE. The reason is the package DON'T USE THE APPROPRIATE 3D MODEL file. "Install.exe" is compatible with aircraft installation with more than one livery (multiple [Fltsim.x] section), as far as only one single panel directory named "Panel" exist, all versions use the same recognized "AIR" file, all versions use the same "model" for Mike Stone or Overland aircraft's or mutually compatible models for iFDG aircraft and finally, a same "ui_type" definition. 3) Check you have still original FS2004 "GPS.dll" and "GPS_export.dll" installed. See the notice about this very important point into the previous chapter "PRELIMINARY REMARKS". 4) If you plan to use the TCAS and the WX radar functions of the "map vector graphic" gauge, check that you have installed FSUIPC module, by Pete Dowson, version 3.060 or over. 5) I warmly recommend that you download and install too, all available optional sound packages. HOW TO BUILD A FLIGHT FILE WITH A SAFE DARK COCKPIT --------------------------------------------------- I assume that your FS2004 is still set with the standard "default flight". If it is not the case, restore this flight as default, exit FS2004 and restart your FS2004. 1) Start the default flight. 2) Turn off engine with the key on the left down panel corner. 3) Turn off both red Master battery switches. 4) Turn off Avionic power switch. 5) Select "Go to airport" from "World" menu and select you favourite airport and suitable gate. 6) From aircraft menu, load your favourite MD-11. 7) On the MD-11 engines start console, switch off all 3 fuel black levers under the three orange round buttons. 8) Switch off the battery button on the upper panel. 9) Select "view options" menu and set following views zoom to given value: - Virtual cockpit 0.75 - Tower 2.00 - Spot plane 0.75 If you use ActiveCamera, do not forget to disable "gradual transition" into "Spot plane" view. 10) Save your dark MD-11 cockpit flight. REMARKS: The flight settings mentionned here are the minimum settings to obtain a correct "dark cockpit" flight file, which you can even use as your default flight if you wish. Of course, you can add any other settings you wish and would like to see saved with this configuration (weather settings, instrument settings, etc). In fact, any settings which are saved with a flight using a standard MS aircraft. To build further "dark cockpit" flight files, you just need to load this first file and modify it to your new needs, for example by changing the airport location & gate, etc... and save it with a new name. WHAT'S NEW IN FS2004 VERSION ---------------------------- This version goes far beyond a simple adaptation to FS2004 of the previous package "Swissair MD-11, rhe full package". Apart numerous gauges corrections to make them compatible with FS2004, the panel work now with all required FS200X internal variables and fully support all Microsoft navigation systems. Practically, this mean you can now fly with this panel totally like with a Microsoft aircraft, taking advantage of all Microsoft features, like ATC, AI, Garmin GPS, Microsoft flight planner. You will even have the choice to use either ACS-GPS navigation or standard Microsoft navigation. On previous versions, it was possible to call the Microsoft GPS map, but navigation with this GPS was not supported. Now you will found the required GPS/NAV button, to link the auto-pilot to the Microsoft GPS. But if you prefer, you can also use ACS-GPS, because the Data Manager upgrade, included in this package, allow you now to import FS flight plans. The new ACS-GPS V4 gauge, also included, will anticipate way point turns, in order to better stay on the airway (see after for more details). The Flight Director (FDI) used is now the internal Microsoft FDI, But because the old ACS custom Flight Director remain much more accurate for the following of an ILS approach path, the ILS mode of this old FDI remain and is implemented as a supplementary and optional "EFDI" (enhanced FDI) mode. The NAV light button on upper panel is now a true NAV light button (will only lit aircraft navigation lights) and is placed on the true aircraft location. Lever button previously used for "NAV" become "Taxi lights". A new separate "Panel lights" mouse spot is implemented on the ovoid button which allow to set panel light in the true aircraft. Upper panel also implement now true "Beacon lights", "Logo light" and all three engines "Anti-ice" button. All gauges are now linked with appropriate FS200X variables, when it is possible. The best example is the "Battery power" variable. Now, if you switch off the "battery", the internal Microsoft battery will also be switched off. This mean, for example, that all external lights will be off, ATC will be off, Garmin GPS screen too, etc... This version even solve the terrible "exhausted battery problem" which still exist in FS2004, because this version still do not offer an APU nor an external power source. This is done WITHOUT requiring FSUIPC module to artificially maintain the electric power. My APU has become a true APU with a very tricky gauge coding, which use engine No 2 in an "hidden" very special way, to make it the missing APU. So now, when you start my APU, electric power will be furnished and you will even have a small fuel consumption !!! With the new "BUS" voltage indicator, you will be always able to check the actual available voltage. If you don't start APU, you will see this voltage going down quite quickly. When tension goes under 20 volts, the indicator color will turn to yellow. It will turn to red colors at 17 volts and if you still don't start the APU, at 16 volts, you will loose power and have no other solution than to reload your flight !!! Aircraft implement now "payload stations" and all weight characteristics are nominal to the true MD-11 aircraft. A payload editor program is included to allow you to edit the default payload configuration in a very convenient way (see chapter LOADEDIT PROGRAM for more details). For now, all "payload stations" do not influence the center of gravity (just allow to play with different weight configurations, involving fuel load and payload). Influence on the center of gravity will be perhaps introduced in a further upgrade, if I succeed in implementing a fuel transfer to balance the aircraft, like in the reality. To insure compatibility with the fact payload can now vary, computer #1 has a new page to set the ZFW (Zero Fuel weight) parameter, given by the payload editor program. Auto landing code in gauge "ACS.Autopilot-MD11.gau" was fully rewritten for more fine control and better aircraft behaviors during rounding and flare phase. Even the landing of front wheel is controlled. All automations which occur just after landing (retro-thrust start/end, auto-brake activation/deactivation, airbrake closing, flaps/slats auto- retraction) rely not anymore just on timers, but on the real conditions who would command them (aircraft pitch for retro-thrust & auto-brake, activation, speed borders for retractions, etc...). Auto-pilot implement now a flight level change vertical navigation mode, which allow to climb with a constant speed + N1 turbine ratio, or descent with a constant speed with idle throttle (read chapter: "AUTO-PILOT FLIGHT LEVEL CHANGE MODE"). Auto-pilot user interface is also redesigned: speeds, heading and altitude settings are fully changed. The new interface use only buttons, with realistic commands. This mean you can now turn buttons, in both directions, with two increment ratios depending if you use left or right mouse button, including the repeat function if you press continuously. Finish the nightmare of the increment ratio changing suddenly during repeated commands. Like in the reality auto-pilot display now for these parameters a preset value and not anymore the actual active value. A new mouse spot in the middle of the button allow to activate the preset value or set the preset display to the actual active value. Panel include now a map vector graphic gauge, which display the flight plan loaded into MS Garmin GPS. This map gauge will also display traffic, and Weather data, thanks to TCAS & WX Radar functions also implemented (these two functions require module FSUIPC to work). For more details, please read chapters "MAP VECTOR GAUGE", "TCAS FUNCTION", "WX RADAR" and "HDG-TRK MODE". Pushback gauge has been modified to use now the FS internal pushback commands instead of the "slewing mode" (see after for more details). Both security altimeter & attitude "standby gauges" are now linked to the power and therefore don't stay lit all the time. At last, we have a fully dark cockpit, when power is off !!! Panel also feature now a custom night enlightenment. OPTIMUM FLIGHT SIMULATOR SETTINGS --------------------------------- VERY IMPORTANT !!! This panel is designed with a "pixel to pixel" technique and require therefore a screen resolution of 1024 x 768 in full screen mode exclusively, to render 100 % accurately everything. In this mode, you will be able to read clearly and without any problems, even the smallest text label. Using the panel with other resolution (even larger) or in windowed mode will lead to inferior results. Pay attention the outside view is sized correctly. This is important with this aircraft, if you want to have a correct outside view feeling. Zoom factor is also very important for real outside look feeling. It must be set to 0.75 for optimum results. The dynamic flight model expect your joystick is calibrated the following way: Control Surfaces gauge tips reach full scale almost exactly when your joystick also reach his own full scale. The dynamic flight model is also optimized for the following FS flight realism settings: Cursor "General" full to right Cursor "P-factor" full to left Cursor "Torque" middle Cursor "Gyro" middle Cursor "Crash tolerance" middle Other realism settings are to your taste except you must avoid to use option "Display true airspeed" and should use instead the real world setting: "Display indicated airspeed". !!! ATTENTION !!! This panel DO NOT support metric setting for altitude. You MUST set FS international setting to use a mode using altitude in feets and NOT in meters. ACS-GPS ------- This package will either install a minimum ACS-GPS version 2.10 or upgrade a pre-existing installation of ACS-GPS the following way: New version of the Data Manager: This new version allow you to import flight plan in FS Microsoft format. When you select "Load Program", the standard file requester support now an additional format "MS flight plan (*.pln)" which you can select with the file type pull-down list. To load a Microsoft flight plan you have generated with the FS2004 flight plan manager, select this new file type, go to the directory where your plans are saved (generally "Documents\Flight Simulator files") and load the desired flight plan. New version of ACS-GPS V4 gauge: This gauge, devoted to the MD-11, has the following enhancement: When flying in the "Tour" mode, the automatic switching to the next leg will not anymore occur when you fly just over the way point. The switching will now be anticipated in function of the turn to make (angle of turn) and the speed of the aircraft, in order the aircraft to better stay on the airway. !!! IMPORTANT !!! Technical warning: Avoid to install a version lower than 2.10 of ACS-GPS package, after you will have installed this package, or you will loose the enhancements just described. Data Manager can only read "*.pln" file which have the FS2004 format. Old formats of MS flight plans ARE NOT SUPPORTED. LOADEDIT PROGRAM ---------------- If you install it, you will found into the aircraft directory a program called "LOADEDIT.EXE". This program allow you to reconfigure all stations load in a very convenient way, by simply setting the number of passengers, plus cargo and baggage. The program also calculate for you the maximum fuel load you can use with the configuration you have set, to respect MTOW. It can work either in [lbs] or [kg] units. This program must be used BEFORE to load the MD-11 aircraft, if you want that your settings are taken in account for your flight. On this matter, notice that you can use new internal FS2004 "playload editor" feature to modify these settings, even if I do not recommend this, because this function allow to set totally unrealistic weights. You should know that if you use it, the modifications you may do, will NOT modify original settings made into "aircraft.cfg" file (and edited with LOADEDIT.EXE). New settings will just affect your actual flight. You must also use the setting page "Weight setup" of MD-11 "computer #1" to set this parameter to the value indicated by "ACS LoadEdit" program. Missing to do that may lead to incorrect speeds computation, speaking of indicated takeoff speeds (V1, Vr, V2) and lower admissible speed (PFD red speed band). ZERO FUEL WEIGHT MANAGEMENT (ZFW) --------------------------------- This parameter, which depend on the actual embarked payload, is obviously capital for all weight dependant parameter computation. It must be set in the page "Weights setup" of computer #1 (left side computer). You can toggle between both computer pages with the most upper-left key of the computer #1 keyboard (under the computer screen). In the "Weights setup" page, you will see, three parameter lines. In the first line, the actual EW (Empty Weight) setting. For simplification purpose, it is not the value which is indicated, but instead, the MD-11 type. First three characters indicate the MD-11 type. "PAX" for the standard MD-11, "CBI" for the "Combi" or "CRG" for the "Cargo". Then you can see two characters which indicate the engine type: GE (General Electric) or PW (Pratt & Whitney). Any mouse spots on this line allow you to change the setting. The computer will, of course, internally select the appropriate empty weight. The next line indicate the ZFW (Zero Fuel Weight) and allow you to set this parameter exactly like you would set a radio frequency. You can increment and decrement value by either "thousand" or "ten" steps. Setting range value is limited down, to MD-11 empty weight and up, to empty weight, plus the maximum admissible payload for this MD-11 type. The third line always indicate to you, the corresponding total payload weight for the actual EW and ZFW settings. This indication is very useful to check that the same FS parameter you can found into the menu "Payload & fuel" has the same value as it should. If you click any setting spots of this third line, you will reset the ZFW to the following default value: (payload + 100% fuel capacity = MTOW). Both numeric lines indicate their values in the unit the simulator is actually set for. This could be [lbs] if FS International unit is set to "US system" or [kg] if set to "Metric". !!! IMPORTANT !!! Technical notes: Last EW and ZFW settings are always saved into a file "ACSMD11panel.ini" generated automatically into your FS2004 installation directory. Therefore, you will recover these last settings, when the panel is reloaded or gauge is reset (see TECHNICAL INFORMATIONS). But attention !!! Last EW and ZFW are NOT saved within a specific "flight" save file. Therefore, you might have to modify them, if you restore such a file, which was saved when you had different settings. When you have just installed the panel on an aircraft, payload stations are set by default to the appropriate value for the default ZFW. This mean that if you select the appropriate EW (Empty Weight) and then, click on the third line, the "Weight page" settings will be correct. This feature allow you to use the aircraft without requiring the usage of ACS LoadEdit. FUEL MANAGEMENT --------------- On any true airliner aircraft, the fuel is managed in a way to: 1) Reduce as quickly as possible weights forces at wing root. 2) Balance the aircraft center of gravity. To balance aircraft center of gravity, pilots often transfer fuel from one tank to another. Unfortunately, this is apparently still not possible with FS2004. Almost by using standard SDK variables. To compensate this lack, my tuning implement the following trick, which "simulate" not so badly the maintenance of a good center of gravity: The two auxiliary fuel tanks are voluntary defined "outside the aircraft" behind the wings, in order to maintain a good center of gravity position with heavy fuel load. Because auxiliary fuel tanks are the first tanks to be used, the fuel consumption will "automatically" maintain a good center of gravity position, while the aircraft weight decrease. Because of this trick, it is really important to respect the following method to refuel your MD-11: When you have determined the total fuel you need, divide this quantity by 3 and see if the third is lower or greater than the capacity of main-left tank. In case the third is lower or equal to main-left tank capacity, fill main-left + main-center + main-right tanks, each with a third of the required fuel. When the third exceed main-left tank capacity, do first the same as described just before, but with a quantity of fuel equal to three times main-left tank capacity and then, divide by three the remaining required fuel. Fill both aux-left + aux-right tanks, with 1 third of this remaining quantity and finally, add the last third to the main-center tank. TUNINGS ------- Let me first congratulate Albaro Villegas for his good job with the original flight dynamic of his model. The first time I flew this model, I immediately remarked it was close to what I expected for a MD-11. This fact was a great part of my motivation to start an adaptation of my panel, without using my very old FS98 "AIR" file, which actually give much more problems than advantages with FS2004. To my view, iFDG model has the following weakness: - Induced drag, in landing configuration (full flaps + landing gear) is too low. - Aircraft effective power in MTOW conditions is too high. - Several moments of inertia are too low. - Pitch command effectiveness too vigorous, especially on low speed. Speaking of the flight dynamic, it is those main points that my tuning try to improve. Apart this, thrust power acceleration, which was too slow is set to nominal. Brake power which was, as usually with heavies, much to much powerful was divided by 2 (and power is still higher than what is should be, to say !!!). Load station are re-designed to be compatible with ACS LoadEdit. Aircraft contact points are refined, in order to better "set" the aircraft on ground and give the typical "hanging" tail feeling with heavy load. Fuel tanks are re-designed for the "trick" described in chapter "FUEL MANAGEMENT". Finally, several parameters are set to the appropriate value, to insure a full compatibility with my gauges. All this is done with modified version of original iFDG material ("aircraft.cfg", "AIR" file). For the Mike Stone & Overland models, only aircraft 3d model and textures are used. The rest ("aircraft.cfg" and "AIR" file) are an adapted version of the iFDG tuning. Therefore, you will be able to fly any model with exactly the same behaviors. VORTEX GAUGE ------------ The aircraft tuning include a XML gauge "ACS.vortex.xml", which command FS "smoke" system, to produce automatically vortex vapor trails effects, during landing and takeoff phases. Vapor trails are induced by vortex, because of the heavy depression it cause. If the air is sufficiently saturated with humidity, conditions where the air become over-saturated may arise. This is because the maximum quantity of humidity the air can contain, depend on the air temperature and pressure. If vortex conditions overpass the limit, the excess of humidity will condense into vapor. To be complete, air temperature and depression into the vortex depend of aerodynamic factors, where parameter like aircraft speed and weight play a role. Unfortunately, not all required parameters are available to truly determine if vortex will produce vapor trail or not. Therefore, for now, function is enabled with the following conditions: - Flaps are set to position 4/7 or over. (if lower, flap vortex vapor trail would seem to initiate from nowhere. Low weight takeoff can be made with 3/7). - External temperature is greater than 0 degrees Celsius. (introduce some randomness for the trails to appear or not, including the altitude where it may appear). - Barometric pressure at see level is under 1020 millibar/30.12 inHg (introduce some randomness for the trails to appear or not, in function of the meteorological conditions). When all these conditions are met, gauge will take control of FS "smoke" system and vortex vapor trails will appear, when aircraft speed is under 200 knots and the aircraft is not on the ground. In this case, you cannot control manually vapor trails with the keyboard "I" key (gauge will overrule you). When any of these conditions are not met, gauge does NOT control FS "smoke" system, which mean you have the full manual control of this feature with the keyboard "I" key. AUTO-THROTTLE TAKEOFF MODE -------------------------- It is possible to let the control of engines power during takeoff to the auto-throttle. This function also known as "TOGA" use the Microsoft internal auto-throttle TOGA function. To activate the auto-throttle takeoff, you must be ready to take off with the following conditions: Auto-throttle armed No hold speed mode activated. Auto-pilot not activated. Your speed below 30 knots. Throttle levers 20% (N1: ~ 46% stabilized) With these conditions, you simply press the auto-pilot speed button and the auto-throttle takeoff mode will be engaged. Auto-pilot speed setting display will turn to "---" and you will see the indication "A/THTL - TKOF" on the Primary flight display (CRT #1). When you will reach V2 speed, auto-throttle will switch to kias speed hold mode active, with a speed set automatically to V2+20. You can abort auto-throttle takeoff mode at any time, by switching off auto-throttle. This is for example MANDATORY if you want to execute a RTO abort. This will return the control of the throttle levers to you. Then you can use throttle levers to cut the power and the RTO auto-brake mode will immediately be engaged. Technical information's: ATTENTION !!! If you disengage auto-throttle takeoff mode your panel throttle levers will not automatically synchronize with your joystick throttle command. You will probably need to move the throttle command of your joystick to obtain synchonization. This is something important to know when you initiate a RTO auto-brake takeoff abort. The safe manoeuver will be switch off the auto-throttle and immediately move quickly up and then down the joystick throttle command. Unfortunately, it is not possible to set a maximum power limit for the internal FS TOGA function. Therefore every takeoff will use the full available power. But I work hard on the other available parameters, to almost obtain a smooth transition between TOGA mode to speed hold V2+20. The choice of the speed offset of +20 is part of this tuning and imposed to obtain the desired result. Chuuut !!! It is a secret: If you have engaged the auto-throttle takeoff mode and the auto-pilot has the clearance altitude set, with the altitude hold armed, you may try to activate the auto-pilot just at the speed V1 and see what will happen. But don't tell it around, because a real MD-11 will never be able to do that. Just a style exercice for programmer !!! AUTO-PILOT NEW INTERFACE ------------------------ Auto-pilot user interface is redesigned for the speed, heading and altitude settings. The new interface use only buttons with realistic commands (mouse spots on parameter display do not exist anymore). This mean you can now turn buttons, in both directions, with two increment ratios, depending if you use left or right mouse button (left small increment, right large increment), including the repeat function, if you press continuously. Value displayed for these parameters on the auto-pilot are now a preset value and not anymore the actual auto-pilot active value. Actual active value is permanently displayed on the primary flight display (CRT#1), when the auto-pilot is activated. To activate an auto-pilot preset value, you must pull the button with a right click in the middle of the button. You can also push the button with a left mouse click in the middle of the button. This will set the auto-pilot preset display to the actual active setting. AUTO-PILOT FLIGHT LEVEL CHANGE MODE ----------------------------------- Preliminary remark: The introduction of this mode, along with the new command interface is a first step in the direction of a more realistic MD-11 auto-pilot. In the true aircraft, this new vertical navigation mode is the default one. But in our case, this new function is implemented as an auxiliary function you may totally ignore, if you want. I choose this design, to avoid that the auto-pilot start to become an hybrid gauge, half Microsoft like, half MD-11 like. Until the day I will be ready to fully change this gauge to become completely a MD-11 auto-pilot, it will remain a fully 100% Microsoft compatible auto-pilot. Flight Level Change vertical navigation mode, allow you to navigate the following way: On climb: The auto-pilot will act on the climb rate in order to maintain the assigned auto-throttle speed, with the N1 turbine ratio you had when you activate the function. On descent: You set throttle to idle and choose a descent speed and the auto-pilot will act on the descent rate, in order to maintain the selected speed. How to use this function: Button to activate this function is located on the emplacement marked with "V/S (O) FPA" just over the vertical speed display. When the function is active, Vertical speed display will turn to "-----". If it is not the case when you try to activate, it mean you do not meet all the necessary conditions for the function to be activated properly. This mode will also disengage immediately, if any of all required conditions are lost. At the end of the climb or the descent, this mode will also automatically disengage. You can also manually disengage this mode at any time by clicking again the "V/S (O) FPA" button, or if you start to use the vertical speed setting. On climb, with auto-pilot activated, "ALT" activated, auto-throttle activated, climbing to a new altitude, you can activate this mode. It will automatically read the N1 turbine ratio you have when you activate the mode and take it as reference N1 ratio. This reference will be displayed in yellow color, on the engines gauge, in the down right info's rectange. During your climb in this mode, you can change the speed if you wish. A new higher speed selection will always have the priority over this function. Therefore, in a first step, more power will be demanded to the engines, without respect of reference N1 power. When closing the new speed, function will progressively regain the control and set the appropriate climb rate to recover the reference N1 value with this new speed. Similar behavior will be noticed in case of aircraft turns or rather abrupt wind changes. On descent, with auto-pilot activated, "ALT" activated, auto-throttle deactivated, throttle set to idle, you can activate this mode. During your descent in this mode, you can change the speed if you wish. This mode will act to try to get the new speed. You can also add drag (slats, flaps or airbrakes), this mode will try to compensate by increasing the descent rate. Note that maximum descent rate will be limited to 4000 ft/mn. When you reach your selected altitude, it will activate automatically auto-throttle, before to disengage. !!! IMPORTANT !!! Technical limitations: Do not expect that either N1 turbine ratio during climb, or speed during descent, will be perfectly clamped all the time to the nominal value. I tried to do my best, but this function is written over MS standard auto-pilot, which limit my possibilities, technically speaking. With the lot of different inertia I have to deal with and without the possibility to act directly on certain auto-pilot parameters, it should be probably difficult to do better. Anyway, you should normally get a climb N1 turbine ratio and descent speed clamp within a 2% margin, during stable situations. AUTO-PILOT AUTO-LANDING MODE ---------------------------- This mode don't need to be specifically selected. As far as you are doing your approach under the full control of the auto-pilot and the auto-throttle, the auto-landing mode will engage automatically when you reach 1500 feets AGL. You will see on the Primary flight display (CRT #1). Two indications "LND". One over "G/S" indication for the vertical axis and the second one over "LOC" for the horizontal axis. The yellow color of these indications you will see first mean the auto-landing mode is in the initialization and calibration phase. When you will reach 1300 feets AGL, the auto-landing will start to check continuously if auto-landing conditions are good. This mainly consist to check if the aircraft remain on the glide slope and runway axis within a relatively narrow tolerance. If one of this axis or both goes outside of the tolerance, concerned labels will turn in red color and you will hear immediately an alarm sound which will be repeated at regular interval until all conditions return to green or you decide to take manual control of the aircraft. MAP VECTOR GAUGE ---------------- This gauge use vector graphics (MS GDI) to represent the flight plan path with way points, including their names. This gauge is implemented with a separate FS window, which open over CRT#2 of main panel, in the same way as for the EHSI gauge. Therefore now, you may have over the ACS-GPS gauge, which is implemented on CRT#2 in the main panel window, two overlay windows: the EHSI or the Map. This map gauge has been designed with the same graphic of the EHSI gauge, to give the illusion you just change the working mode of the same display on CRT#2. This gauge will display the path of the flight plan loaded into the MS Garmin GPS (do NOT support actually flight plan loaded into ACS-GPS). However, you can still choose to navigate with ACS-GPS if you which, but, if you want to see your flight plan on the map, you will need to have the same flight plan in both the MS Garmin GPS and the ACS-GPS. This should not be a problem, because this condition is already imposed by the fact you must have the flight plan into MS Garmin GPS, for the proper usage of ATC IFR flight following. The map will also display traffic information's given by TCAS function, if this function is operational (see chapter "TCAS FUNCTION"). You have two mouse command spots on this gauge. In the left-down small rectangle, where is displayed "WPT" and/or "TRFC", you can toggle the function to display traffic information's of the TCAS, of course, only if TCAS is operational. On the right-down rectangle, you can see and also set the map scale from 2.5 nm to 360 nm. The large circle arc, over the full circle, correspond exactly to the scale. In other words, if your scale is set to 20 nm and you see a way point or a traffic exactly on the arc, the way point or the traffic is exactly at 20 nm. You can also set the map scale with the two real "RANGE" MD-11 buttons, on the right of the auto-pilot (button "INC" and "DEC"). Finally, if you don't have a flight plan loaded and TCAS traffic display is not activated or functional, you will see a big red cross over the map display, to let you know this situation. Some other functions of this gauge and the mouse spots locations for these function's, are described in the following specific chapters "WX RADAR" and "HDG-TRK MODE". Technical information's: GDI graphics drawing is proportional, relative to the drawing bitmap size. Therefore, this gauge support different graphic resolution or even panel resize in the windowed mode. Of course, as mentionned into chapter "TECHNICAL INFORMATIONS", this panel is designed with the "pixel to pixel" technique for the 1024x768 full screen resolution. Therefore, as for the rest of the panel, this gauge will only display perfectly in this mode. TCAS FUNCTION ------------- This function require the module FSUIPC, version 3.060 or over, by Pete Dowson, in order to work. If this module is not installed, the panel will work perfectly, but simply without TCAS function. TCAS function is implemented in "zulu" gauge and not into map vector gauge. The reason is the map vector gauge belong to an additional window which is closed, if you do not display map on CRT#2. Because "zulu" gauge belong to main panel window, as far as you stay into the cockpit, TCAS will remain operational. This allow the following nice feature: In case TCAS detect a traffic conflict, your CRT#2 will automatically be switched to map vector gauge, the traffic ("TRFC") display will be activated if necessary and the map range automatically set to 10 nm. In the same time, you will hear the aural TCAS warning "Traffic! Traffic!". The way traffics are represented on the map display is fully accurate. a traffic can be represented with the following different shapes: - An hollow cyan diamond represent far traffics. - A solid cyan diamond represent proximate traffic. - A solid amber circle represent a moderate threat. - A solid red square represent an immediate threat. Above or below the shape, depending if the aircraft is above or below your aircraft, will always appear the actual altitude separation in 100 feets unit, with a signed two digits number. On the right of the shape, a small vertical arrow will appear, if the the vertical speed of the traffic is established over +/- 500 feets per minute. Only traffics which are above or below 10000 feet's of your aircraft will be represented (apparently, in the reality, this range is not so large, but with FS, it is more interesting this way). The actual model of the TCAS is a simplified model which is not based yet on the mutual closure rate of both aircraft, as real TCAS do. Actually, the TCAS is only based on several cylindrical radial ranges, centered on our aircraft, each range cylinder with a different height. "Proximate traffic" are in a radius range of less than 7 nm and an height range of less than +/- 4800 feet's. A traffic become a "moderate threat" when entering in the cylinder with a radius range of less than 5 nm and an height range of less than +/- 2400 feet's. Finally the traffic become an "immediate threat" when entering in the cylinder with a radius range of less than 3 nm and an height range of less than +/- 1200 feet's. When a traffic become a "moderate threat", TCAS will generate an aural alarm "Traffic! Traffic!" and CRT#2 will be automatically switched to map vector gauge, with traffic display ON and the appropriate range of of 5 nm. Navigation information's are also removed and the scale circle turn to red color. If the traffic become an "immediate threat", TCAS will generate an aural climb or descend order message. You will hear 3 times "climb" or "descend" in most cases, depending if the threat is above or below you. But in the case the traffic is lower than you and is climbing to cross your flight level, you will hear "descend, crossing descent". In the opposite symmetrical case the message will be "climb, crossing climb". Hopefully you were able to avoid the collision. As soon as the horizontal distance between the two aircraft's start again to increase the traffic quit the "immediate threat" cylinder, you will hear the message "Clear of conflict". When this occur, navigation information's are restored, scale circle return to white color and if you did'nt changed manually the map scale during the alarm, scale you had just before the alarm is automatically restored. TCAS alarm described just before can occur only if you are over 750 feet's radio-altitude. Under this altitude, collision detector is disabled and all traffics are represented with the far or proximate traffic shape only, even if within alarm ranges. Obviously, all possible cases are not managed yet. A true TCAS produce several other orders, to manage other cases. It can also produce further order messages after the first one was given. Even the actual order messages are determined in the simple way. For example, for "crossing" type order, it is assumed that our aircraft fly level and the crossing point is not analyzed yet. Therefore, I cannot certify that "crossing" orders will be always 100% appropriate. The algorithm used now should be able to deal with multiple threat in the same time, but the TCAS alarm produced will be based only on the first threat which enter into the red zone. Outside the exceptions already mentioned, TCAS function, when switched ON (no red warning label "TCAS OFF"), is always operational and active, even if no flight plan is loaded into FS Garmin GPS. TCAS can also work in four different modes which will filter or not the display of detected traffics. First, the default mode "ALL", display all detected traffics. "UPR" will display traffics which are in the range -3000 to 10000 feets, relatively to you. "LOW" will display traffics which are in the range -10000 to +3000 feets. Finally, the mode "THR" will only display traffic which may become a threat. It mean pratically that "THR" mode will only display traffics which are in the range -5000 to 5000 feets and closer than 15 nm, but most important, only if the traffic is closing your aircraft and therefore, can potentially become, later on, a real threat. Note that it is possible you will see a traffic which appear and disappear several times. This is not a bug ! It may happen when the distance between both aircrafts remain more or less constant. This can occur depending on the mutual geometry between both aircrafts flight path's. TCAS function usage: Initially, the TCAS function is completely OFF and you should see a red warning label "TCAS OFF".If you cannot see this label, then, it mean that the system was unable to link with the module FSUIPC and TCAS function is not available at all. TCAS function is switched ON/OFF with a mouse spot inside the down left small information rectange on the vector map gauge. The spot is just in the middle of the rectangle, under the spot to toggle flightplan waypoints ON/OFF. With a first click on this mouse spot, you activate the TCAS function, without any traffic display. Only the TCAS alarm system is activated. In this state the red warning label will disappear, but still not label will appear on the mouse spot location. With a second click, the traffic display function is activated and the label "TRFC" will lit on the mouse spot location. Just under this label "TRFC" will also lit the TCAS mode label. To change the TCAS display mode, you just click on this label. Finally, a third click on "TRFC" label location will return TCAS to the completely OFF state, with the red warning "TCAS OFF". Technical information's: My coding respect 100% Dowson SDK specification's for Traffic Data. These specification's mention that the maximum number of "slots" and the data size of this "slots" may vary in the future, if required. Therefore, these two parameters are readable from the FSUIPC interface itself. So I read them and adapt my code to them. This should normally guarantee a 100% compatibility with any future FSUIPC version. WX RADAR -------- This function require the module FSUIPC, version 3.060 or over, by Pete Dowson, in order to work. If this module is not installed, the panel will work perfectly, but simply without WX radar function. This was a tremendous and complex work to do !!! This function is implemented with 3 different software "engines" working totally independently: a "WX data grabber" which duty is to collect FS weather data for an area of 340 nm all around the aircraft position. A "WX graphic map builder" which duty is to translate all these data's for the actually selected beaming altitude range, into a geographical weather graphic map of 340x340 nm. The last engine is the "WX radar beaming simulator" which "beam" this WX graphic map and build the radar image into an internal hidden bitmap. Finally, When the WX radar function is activated, the "map vector graphic" gauge copy this WX image into its background. This is how is working all this together: On start, or if you jump somewhere else with the "Go to airport" function, or finally, if you order it manually, the "WX data grabber" will initiate a full grabbing of all weather data around your position, through FSUIPC interface. In case you where somewhere else before, the WX data will be immediately invalidated, before the new data collection start, in order you do not see inappropriate data on the display. To collect all weather information for this huge area, will require about 2 to 3 minutes. You will know this state, because the "WX" and the "TLT +0" indication on the "map vector gauge" will be in yellow color. When all data are collected, the "WX" indication on the "map vector gauge" will turn to normal white color and the "WX graphic map builder" will immediately start to build a map. This task is much more quicker (about 3 to 4 seconds). You will always know when the "WX graphic map builder" engine is working, because the "TLT +0" indication, on the "map vector gauge", is in yellow color when it is the case. When you fly virtually over this map, you will obviously go closer of one or two of the weather map limits. Therefore, when you flew more than 20 nm always from your initial position, the "WX data grabber" will automatically grab necessary new weather data in front of you, to always maintain a weather database of 340x340 nm around you. The "WX graphic map builder" will also immediately update the map in the same way. Because in this case, you only need to grab weather data information's for one or two bands of 340x20 nm, outside the actual aircraft WX radar beam range, the work will be done very quickly by both engines. You will notice that when it happen, because "WX" and the "TLT +0" indications on the "map vector gauge" will turn to yellow color for a brief time. As said in the beginning, the "WX graphic map builder" build a map for the actual scanning vertical slice. If your climb or descent this engine will enter in action regularly, to generate a new map for the new scanning vertical slice. Same will happen, of course, if you change the radar tilt setting. The actual model of radar tilt is simplified. Normally the tilt correspond to a vertical angle for the radar beam scan. In the actual model, the vertical scan simulation always take simply a depth of 2000 meters all over the scan range. When the tilt is set to zero, the vertical scan will be +/- 1000 meters, relatively to your actual altitude. Each step of the tilt setting correspond to an altitude shift of 100 meters. With the actual +/- 50 scale of the tilt, you can therefore move the beam slice of +/- 5000 meters. For example, with a tilt setting of -10, the top of the slice is at your aircraft level and the bottom of the slice is 2000 meter under your flight level. How to command the WX radar: This is simple. You have 3 mouse spots, located into the right-down small data display rectangle, on the "map vector graphic" gauge, just under the map scale indication. The first one, just under the map scale indication, will simply toggle the WX radar ON or OFF. On this mouse spot location, you will see "WX" label when the radar in ON. When you switch ON the WX radar, the indication "TLT +0" will also appear just under "WX" label. This indication is also the location of two mouse's spots which allow you to change the radar tilt. You can also reset the tilt to zero with a RIGHT click on both of these mouse spots. Notice that if you click there when the WX radar is OFF, you will switch the radar ON. When the radar is ON and not scanning data (WX label in white color) you can force the "WX data grabber" engine to re-initiate a full data's grabbing, by clicking on this "WX" label spot, with the RIGHT mouse button. How to interpret WX radar display: Radar will display 3 different categories of clouds formations. In red colors thunderstorm formation. In yellow colors clouds formations with precipitation's and finally, in green colors all other cloud formations. For any of these categories, the more dark is the color, less is the coverage ratio. You have therefore 8 different color levels for each category color, to represent coverage from 1 to 8/8. You can found a "WX_palette.gif" into the "ACS MD-11 panel" directory. This actual graphic map generated is quite far from real WX radar images, but it has the advantage to well represent the effective weather data's found into FS. The "WX radar beaming simulator" introduce some "artistic" touch with some tricky coding, but it is far from being enough to break down the "checkerboard" basic nature of the actually generated weather map. To totally break the "checkerboard" effect, "WX graphic map builder" engine must be greatly enhanced. Actually, it can only break the "square" effect in the borders of a clouds formation, but not between square of different colors into the formation. !!! IMPORTANT !!! Technical information's: It is recommended to set your dynamic weather change setting to "none", if you want that the data displayed by the WX radar is always accurate. As you should know, passing from full screen mode to windowed mode, or in windowed mode, changing the window size, reset all gauges. For the WX radar, this mean the "WX data grabber" engine will initiate a complete new weather data scan which require 2 to 3 minutes to be done. Then, the radar will be again operational after "WX graphic map builder" engine has generated the new map. But note that this new map may be a little bit different of what you had just before. The reason is that weather data's were scanned with a new reference position. In other words, "WX data grabber" will scan the same world area, but with different coordinates for each square, except if you were lucky enough that the reset occur on a position which correspond exactly to the center of any 20x20 nm square of the initial weather data's scanning. Note also that a full complete new weather data scan, as described just before, can also happen in the following circumstance: If you go outside the cockpit and when you return, the distance from the last radar update point is over 28 nm. I have tested accelerated time up to x4 with no problems. But with higher rate, maybe the map refresh process may encounter problems, in particular if a full data's scan is initiated. Because it require 2 to 3 mn, there is a great chance that, when operation is done, the aircraft will have already moved more than the maximum allowed distance of 28 nm, which will re-initiate a further complete data scan, and so on. If this happen, you will have to reduce compression time, or even simply pause the simulation until data scan is done. This WX Radar is only able to show the FS weather data's accessible via FSUIPC interface with a precision of +/- 10nm. FS itself, interpret these data's with a certain degrees of liberty. Therefore don't be surprised if the weather map do not always correspond exactly to what you see through your windows. But also never forget that you only see on the map, A SLICE and not the whole altitude range. This is, most of the time, the reasons why you wrongly believe that the radar map is not accurate. Apparently, the access to FSUIPC new weather interface only work properly with the cooperative mode (access key equal to zero). When using non null access key as per documented into the P. Dowson SDK doc, FSUIPC do not behave at all like documented. My code will therefore accept data, ONLY if the returned Lat/long correspond to the request. If not, the request is redone. I have tested to access FSUIPC weather data in the same time with my panel and a development tool I have written especially for this project. Apparently, they are no conflicts. But I have NOT TESTED WITH OTHER PROGRAMS USING THIS INTERFACE, like those used for virtual flying. So I don't know if this weather radar may or may not interfere with such other tools. I hope not. The complex code architecture design of this function was created with the meaning to have the smallest impact on the frame rate and it is the case. Only the "WX radar beaming simulator" has a noticeable small impact on frame rate on actual medium range PC. But it is so nice to see the beaming !!! In any case, you should know that when the WX radar is switched OFF, the beaming engine is stopped and the refresh rate of "map vector gauge", which is increased during WX operation to 9 times per second, to show the beaming, is returned to my standard lower refresh rate. The code is also designed in a way that FS execution always has the priority. So you may notice a slow down of the beaming or other WX radar operations, during frame rate slow down, due to FS graphic update operations or in locations with a permanent intensive graphical work load. HDG-TRK MODE ------------ The "map vector graphic" gauge can work in either the classical "HDG-MAG" heading mode and also now in the "HDG-TRK" mode. In the "HDG-TRK" mode, the heading displayed is not the heading of the aircraft, but the heading of the actual "track" followed by the aircraft. When you don't have lateral wind, both track heading and aircraft heading are identical. But in case of strong lateral wind, the heading of the actual track followed by the aircraft can differ of many degrees from the aircraft heading. If you want to reach a point which is right on the heading 145, relatively to your actual position, and you have a strong lateral wind, if you simply set your auto-pilot to 145, you can be sure you will miss your point. Now if you set "map vector graphic" to "HDG-TRK" mode, you will be able to found the auto-pilot heading which will keep the "HDG-TRK" heading to 145. Heading difference will represent the exact wind drift compensation. Of course, if the wind change, you will have to correct the heading, like it is done permanently by the GPS, when it drive your auto-pilot. But thank to this mode, you can easily survey if you are still on the right track and if not, react on auto-pilot heading immediately. You can simply toggle gauge working mode with the mouse spot located on the label "MAG" or "TRK" itself, or on the auto-pilot gauge, on the button with the "HDG( )TRK" label. EXTENDED UPPER PANEL -------------------- On the extended overhead panel you will found following functions: PushBack function: Please read dedicated chapter to pushback function. Ignition group: Two buttons A & B, almost one of them must be active to be able to start engines. Power Group: Ext This button suppose you take power from ground. It is a fake function and will always turn to red (mean not available) when activated. Batt This button give initial electrical power required to bring to life the panel. Can be turned OFF when aircraft receive power from APU or Engines. APU This button will start/stop APU generator. When started, button first lit in yellow color and you will hear progressively the APU sound. When APU is operational button color will turn to green. With no engine started, APU is required to have air for the air conditioning system or for the Engines startup procedure. APU also furnish required electrical power. Air Cond group: Rot knob Just a fake button simulating the setting of air conditioned temperature. ON/OFF Start/stop air conditioned for the whole aircraft. If air is available, will turn to green, and you will hear the air sound. If not, button will lit in red color. ATTENTION, to be able to start engines, you will have to turn air conditioned OFF, in order to have enough pressurized air to launch turbine. Anti-ice engines: Those 3 buttons are coupled with the same FS2004 function. Anti-ice wing & tail: This is just a fake function which will do nothing within FS simulator. But these button are coupled to the logic and not simply turn black to green when activated. They will need some time to be active (turn yellow first) and will refuse to activate (turn to red) if aircraft is only powered with Battery. The first group of three buttons concern engine 1 to 3, button "W" concern wings and finally, button "T" concern aircraft tail. This is exactly all the buttons existing in the real aircraft for this function. !!! IMPORTANT !!! Technical limitations: A panel window, when closed, has gauges turned to an idle state. APU sound is produced by one of the upper panel gauge. Therefore, when turning OFF APU, please wait until the button turn from red to black, before closing the window. This will insure the APU sound is really stopped and unloaded. If you do not respect that, this has no consequences for the game, except gauge is still playing a sound for nothing. When you start APU, also wait until button turn to green, before closing the window, or the APU will finish to start the next time you open the window. PUSHBACK FUNCTION (EXTENDED UPPER PANEL) ---------------------------------------- RESET Button: Will initialize heading to current aircraft heading and reset pushback distance to default value. Will also abort immediately an eventual active pushback sequence. START button: Start a pushback sequence according to parameters set. Aircraft must be stopped for this command to be accepted. First 3 digits: Desired heading after pushback. Can be inc/dec with mouse like usually in FS, but only if a pushback sequence is not active. Will turn green when a pushback sequence is started. Arrow buttons: Will compute heading to be pushed back with a 90 degrees turn, in the arrow direction. Will work only when a pushback sequence is not active. Second 3 digits: Allow to set a distance the aircraft will be pushed straight forward before eventual turn start. Can be inc/dec with mouse like usually in FS, but only if a pushback sequence is not active. Will turn green when a pushback sequence is started. Pushback use the internal FS2004 pushback function. This as the advantage the world is not frozen, like it was the case with pushback realized with the FS slew function. On the other hand, pushback movements and behaviors are those Microsoft offer to us. Because internal FS2004 pushback function is not able to turn more than 90 degrees for one single push command, pushback settings which imply a greater turn angle will be accomplished with two consecutive push commands. This mean that the aircraft will go straight backward for a short time, after the turn has reached 90 degrees and then, turn again for the remaining angle. Timing between message who request the ground to work a bit before to call, are randomly set within a realistic timing range. The initial ground call might be automatically repeated, if ground crew do not answer within a reasonable delay. !!! IMPORTANT !!! Technical limitations: A gauge is idle, when the window which carry it is not anymore active (shown). This mean you must avoid to look the pushback from outside, use lateral views, or even to close the extended upper panel window during pushback. Therefore, stay concentrated on your checklist during pushback !!! CREW FUNCTION ------------- Two mouse spots are used to manage this feature. They are located on the full right of panel auto-pilot console, where are located buttons to toggle Starter window or CRT screen's modes (see "see-me.gif" picture). Here, the last button down, with label "AR" and the "Arrow" button, immediately to the right of "AR" button will be used for Crew function. "AR" button: This button is used to start/stop Crew function. initially, label of this button is, as usually, white colored. When Crew function is started color will turn to green. When stopped (understand paused) color will turn to yellow. This button might blink in green color to indicate Crew function is waiting Captain to click the button to run next action. "Arrow" button: Arrow color turning to green, mean that user can click this button to skip current active step. When Crew function is stopped ("AR" button in yellow), clicking on this arrow button will reset Crew function. In this case, "AR" button will return to normal white color. As long as you didn't started the crew feature for the first time, with a specific random crew selection (in this case, both buttons are white colored), if you click on this arrow, you will start the "Test Crew" function which let you hear a sample of all randomly selected sounds for this crew. Immediately after a reset of crew feature (in this case too, both buttons are white colored), if you click again on this arrow, you will tell to random selector, to build a new crew. You will know this action was performed, because "AR" button will blink twice in yellow color. A new crew just created, mean the crew feature was never started for this crew. So you are in the previous case, ready to test this new crew. In all other cases, clicking arrow button will have no effect. Crew function can be started at any time, on ground or in flight. By looking at the aircraft situation, Crew function will know what to do. Crew function use following FS variables to determine aircraft situation: Parking brake state. On Ground state. Airspeed. Altitude to ground. And Special custom internal variable OGS (On Ground Speed). Here follow the fully description of the logic for this feature: Suppose you are at parking and you start Crew function. Logic will, in this case, examine Parking brake state. If parking brake is set, Crew function will start normally with the boarding sequence. If parking brake is not set, logic will examine aircraft speed to determine probable situation. Under 50 knots logic will suppose you are taxiing or maybe just after engine startup, or just before take off. Logic will therefore jump to "Security message", the message said during taxiing, before the takeoff. In case your speed was over 10 knots, Crew function will start immediately the "Security message". Now, if you are under this speed (maybe stopped just before take off) and you don't want this message to be said as soon as you will go, you can use Arrow button to skip this step. When started normally, with parking brake set, logic will randomly choose a boarding time in the range of 3 to 9 mn and start immediately the "aseptic music". From time to time, you will hear Flight Attendant messages. Finally, the First Flight Attendant will announce to you that boarding is done. At this stage, "AR" button will start to blink. When you will click it, you will hear "Cabin crew, doors on automatic". You are ready to pushback now. Now you have started your engines and begin to join your runway. Like already said, as soon as your speed is over 10 knots, Crew function will start immediately the "Security message". "Aseptic" music will start again just after it, to keep cool your passengers. In the same time "AR" button will start to blink. When Captain click the "AR" button, he will say "Cabin crew, takeoff in two minutes". Music will stop soon after this action. For takeoff, as soon as speed is over 50 knots, logic will enter into takeoff phase where copilot will say the three message V1, Vr and V2. If during this phase, takeoff is aborted (speed fall down under 50 knots) Crew function will be terminated immediately. Now you are in the climb sequence. As soon as you pass over 12'000 feet's, "AR" button start to blink for a maximum of three minutes. You will also hear a reminder bell sound. If you click the button, Captain will say to passenger his traditional welcome message with some inf.'s about the flight. But this action is not mandatory. Logic will skip automatically this step after the blinking period or if logic detect aircraft climb seem to be not anymore established. After this step and, of course, supposing aircraft has continued a normal climb, logic will simply always check altitude and memorize the highest altitude reached. This altitude is used during descent to compute an arbitrary altitude: 12'000+((AltMax-12'000)/2), where the "AR" button will start again to blink for three new minutes. Here Captain will tell to passenger about the started descent. Blinking period might stop before the end of three minutes delay, if the 11'000 feet's border is passed before. In case aircraft do not climb over 12'000 feet's limits (which is really not probable for a MD-11), logic will consider it is a very short flight and both climb and descent Captain announcement are just skipped. During descent on destination airport, logic will open an "altitude window" where the pre-landing announce is allowed. But announce will not be said until both No Smoking/Fasten seat belt are ON. If you forget to activate these buttons or do it too late, you will not hear this announce. If you activate them before the upper altitude (9'500 feet's) of the "altitude window", announce will occur obviously as soon as 9'500 feet's border is passed. Before landing, "AR" button will start to blink again. If you click the button, the Captain will say "Cabin crew, landing in two minutes". "After landing" message will occur when speed on ground fall under 30 knots. But if you miss you landing and abort it, if "After landing" message has not been already played, logic will wait on next landing to produce this message. If you accelerate over 50 knots after this message was played, logic will terminate Crew function ("AR" button turn to white). As soon as the "After landing" message has been played, the "aseptic music" will start to play again. When you reach your gate and stop, as soon as you will set No Smoking/Fasten seat belt to OFF, the "AR" button will start to blink. Until you do not click "AR" button, music will continue to play. When you click, music will be stopped immediately and the Crew function will be terminated ("AR" button turn to white). !!! IMPORTANT !!! Limits of the crew feature logic: If abnormal situation is detected (this can occur if you have paused a long time Crew function or if you use "slewing" or replay, etc...), logic will immediately terminate Crew function ("AR" button turn to white). It can also occur in these extreme situations, that the logic will be fooled. This will, for example, happen if you start a replay just after landing. Flight Attendant may start to say the "After landing" message !!! In this case, you always have the possibility to reset the Crew function. When you takeoff with strong wind having violent gust, copilot saying V1,Vr,V2 simulation may be fooled and will announce a speed, when in fact aircraft is just receiving a strong positive gust. A strong negative one may also result in an abort of crew feature, because logic will believe pilot is aborting takeoff. FDI: HOW IT WORK ---------------- In this FS2004 version, the "Flight Director" (FDI) use now the internal FS function and not anymore the ACS custom function. Therefore, refer to FS user manual to know how work basically a FDI. Now to say, I was very disappointed of the very poor accuracy and sensitivity of internal FS FDI, in particular, when used during ILS approach. To my taste, this made FS FDI totally unhelpful for an ILS landing approach. Therefore, I have restored the "ILS mode" of my old custom FDI. It is implemented as a supplementary FDI mode you can obtain with the FDI toggle button ("VR"), only when you are tuned on an ILS. In this configuration, when you have normally activated the FDI, if you click the FDI toggle button again, instead of deactivating the FDI, you will activate my custom FDI instead of FS FDI. PFD will display "EFDI" as "enhanced FDI", instead of "FDI". Then, if you click again, FDI function will be deactivated. ILS mode with ACS custom FDI (EFDI mode): FUNDAMENTAL: To work properly, this mode REQUIRE YOU SET NAV1 COURSE (CRS) TO THE HEADING OF RUNWAY AXIS. I call this operation: the EFDI vertical needle calibration. As long as you have not intercepted the ILS in both axes, EFDI will be in ILS interception mode. This mode is quite simplified and offer no advantage in comparison with the MS FDI mode. So, better to stay in FS FDI mode until you have fully intercepted both axis. From this point, EFDI will be able to keep you very precisely on the right track. Moreover, it is designed to well anticipate drifts out of the track in both axis. Keeping the cross centered all the time, will lead to follow the ILS path, sometimes better than the auto-pilot is able to do! !!! IMPORTANT !!! Tips & technical information's: As already said, EFDI require you set the NAV1 course (CRS) to the heading axis of the runway. Attention, true runway axis is not always the runway number x 10 ! Moreover, the FS true runway axis may differ from real world heading you can found in some documentation. If you don't know exactly which heading has the FS runway axis, set the NAV1 CRS to theoretical heading "runway number x 10". You can fine tune NAV1 CRS, by reading aircraft heading, when horizontal ILS indicator on PFD is centered. The most convenient way to use EFDI, is to finish an approach made with the auto-pilot first. During the phase under the control of auto-pilot, you have the time to peacefully calibrate the EFDI vertical needle, with the method described before. Then, you can disconnect the auto-pilot and perfectly land manually the aircraft, without even looking outside, before you hear "500 hundreds". FDI needles may sometimes produce some "jump". This is not abnormal. This occur for example, when aircraft will "cross the line" of ILS glide or heading axis. This reverse immediately the sense (sign) of control logic and the effect on the needle is an immediate change of sense for the correction (which is correct). Some other "jumps" are due to the fact the amplification factor, when you are close the perfect centered cross, is quite important, in order to well anticipate drift tendency. The resolution of my EFDI is less than 1 degree (about 0.3 degrees per screen pixel). Because NAV1 course setting is +- 1 degree, you will not be able to always perfectly calibrate EFDI vertical needle. OGS/TAS INDICATOR ON E-HSI CRT ------------------------------ When on ground, indicator show what I call OGS, "On Ground Speed". This indication IS FULLY INDEPENDANT of wind. When aircraft is not anymore on ground, this indicator will start to display TAS (True Air Speed). This speed is calculated from both Mach speed and external temperature FS variables, like done in ACS-GPS. PFD / SPEED RELATED PARAMETERS ------------------------------ On the right of vertical speed band of PFD, you will remark red speed limit bands. In any circumstances (with or without slats/flaps deployed), they will indicate the available speed envelop. These speed limits take in account the actual aircraft weight, extrapolated from fuel load and payload weight specified into "Weight setup" page of computer #1 (see chapter ZERO FUEL WEIGHT MANAGEMENT). On the same place, originated in the middle of the speed band, on the actual speed indicator, you will see the accelerometer. When you have a positive acceleration, you will see a thin yellow band going upward. Length of this vector indicate acceleration value. In case of negative acceleration, this small band will go downward. On constant speed, you just don't see anymore this yellow vector. Version 2 of the PFD will also help you to avoid deploying slats/flaps at too high speed. This will be indicated by color changes of the central digital speed display. When you are over 290 kias, this indicator will be green like usually. Now, if your speed fall under this limit, you will enter into "Deploy slats/flaps warning mode". Speed display will turn to orange color. This mean you are NOT ALLOWED to deploy slats/flaps at this speed. When color change to green, then you can deploy first slats/flaps notch. When done, speed display color will immediately turn again to orange, until you will reach the next correct speed to deploy next notch. This process continue until you have fully deployed slats/flaps. You can use this feature also for flaps retraction, after takeoff. During takeoff, you will see three small triangles, which will indicate respectively: V1 (yellow color), Vr (green color) and V2 (light blue color). These speeds are also calculated in function of the aircraft weight. V1 (go / no go speed) DO NOT take in consideration the runway length and state. To takeoff safely at MTOW, your runway length must be almost 12'000 feet's long. On shorter runways, the aircraft weight must be limited (lower than MTOW). With a MTOW takeoff, If you abort before V1, by just cutting thrust, RTO auto-brake function will be able to stop the aircraft before the end of the runway, if the runway is almost 12'000 feets long. Remark that RTO auto-brake will be accurate only if you installed the panel with the option "Realistic brakes". All these functionality's exist on the real MD-11 PFD. I tried to represent them as much close as possible to the real gauges, but I had to make some concessions, in order to obtain good readability. The main one, is the usage of color change on digital speed display. SOME FLYING TIPS AND INFO'S --------------------------- The best way to be able to load the MD-11 with all engines OFF and a cold panel, is to create a "flight" file with these conditions, for all your favorite locations and to use these files to load the MD-11. You can either use one of these files as you default start situation. On iFDG aircrafts, don't miss the spectacular "special wings views" which are set to Upper left/right & forward/rear standard lateral views (Thanks Goran Ivaz). Perfect views to replay nice landings, like if you were a passenger. Left computer ON/OFF mouse toggle is on the left of his white button (cannot be on white button, because of mouse spot conflict with the airbrake lever). For right computer, use normally the white button. If you want to make an auto-landing controlling yourself the power, you just need to deactivate the auto-pilot speed control. Now your problem is to know the optimum time to cut the power. Just survey the auto throttle state on the auto-pilot or better on the PFD. On the precise time the auto-landing feature would have cut the power, state of auto- throttle will toggle. During the critical phase of auto-landing, just after auto-landing has cut the power and until aircraft touch the ground, if you want to abort landing, you don't need to worry about the state of auto-pilot (if active or not). Just put power again with throttle command and auto-landing will be immediately cut as well as auto-pilot, if it was still ON. Before this phase, you must cut auto-pilot to regain manual control. On the PFD gauge (CRT no 1) or the auto-pilot console, you can set the DH (Decision Height). This parameter is used by the radio-altimeter and the GPWS. It will determine the altitude where the radio-altimeter will change display color. Over DH altitude, radio-altimeter will have green color. It will turn to orange close to DH and then turn to red color at DH. GPWS will say "Approaching Minimum" when RA turn to orange and "Minimum" when it turn to red. You can refer to GPWS98 documentation for the GPWS featured by PFD gauge. All ground proximity warning system features of this nice and popular application are included with almost 100% the same behavior and logic. This panel feature a full auto-brake, including the RTO mode for take off. RTO don't need to be activated in some way, it will automatically start to brake aircraft if you cut power during takeoff. On landing, auto-bake is coupled with auto engines reverse. A yellow indication will lit on CRT No 3, when auto-brake is braking. Adding power again or braking manually will immediately shut down auto-brake. For your information, real MD-11 only have manual engines reverse. Speaking of auto-brake. MD-11 has an assisted brake system, rather than the classical auto-brake function. On upper panel, you will found, in addition of classical functions for this location, the Yaw Damper (also located here in the real MD-11). Notice that the Pitot heat is both manual and automatic. It will be turned to ON when external temperature is closing zero degrees and turned to OFF when this temperature return to about over 5 degrees. But at any moment you can overrule this automatic setting with a mouse click on button. If you press on "Baro set" button (click on center of button), you will reset to standard barometric pressure immediately. CRT no 3 and 4 dual screen can be toggled not only from most right buttons stack on auto-pilot console, but also in the up-left corner of each screen. You can not only toggle the FDI function of PFD gauge with a click on the appropiate button, but also directly on the PFD screen, on a spot located up-left the attitude indicator (see "See-me.gif"). You can set different throttle power for each engine with mouse drag command using in the same time the keyboard key "CTRL". On CRT No 2, most down left, you have the timer function. You have four timers available, each with a different color. A mouse click on the left part of timer string will reset it to zero. Click on right part will toggle between all four timers. When CRT No 2 display ACS-GPS, you found over the timer the time compression factor setting. Please don't forget to watch pictures "see-me.gif" and "see-me_FS2K4.gif" where you will see precise location of all "special" mouse's spots. ADDING SOUNDS SETS ------------------ Pushback and Crew functions use two series of sounds, prefixed respectively "PB_" and "CD_". These sounds are organized, internally, in 6 different categories, representing: The captain voice category: CD_CapClimb.wav <- REF Sound CD_CapDescent.wav CD_DoorsToAutomatic.wav CD_LandingIn2mn.wav CD_TakeoffIn2mn.wav PB_BrakeReleased.wav PB_CallGround.wav PB_ParkingBrakeSet.wav PB_Ready.wav The co-pilot voice category: CD_Rotate.wav <- REF Sound CD_V1.wav CD_V2.wav The First Flight Attendant voice: CD_BoardingDone.wav <- REF Sound The Flight Attendant voice category: CD_AfterLanding.wav <- REF Sound CD_BeforeLanding.wav CD_Boarding.wav CD_SafetyMessage.wav CD_Welcome.wav The Ground voice category: PB_ByeBye.wav <- REF Sound PB_GroundAnswer.wav PB_PushingBack.wav PB_PushingBackPlusEngine.wav PB_ReleaseBrake.wav PB_SetParkingBrake.wav The music category: CD_Music.wav <- REF Sound For each of these categories, you may add independently, up to 10 more files sets. Independently mean it is NOT required to add a complete serie of "CD_" & "PB_" sounds files, you can just add a files set to one or more categories. Now, speaking of the category itself, here you MUST add ALL sounds within this category or you will have missing sounds during dialog simulation. Panel will determine automatically the presence of multiple category sets, by testing on the basis of the FIRST sound file name (marked: REF Sound, in the list just written before). But panel will NOT verify the presence of other files of the category. Then, panel will choose randomly, for each category, an existing set. This mean you will obtain a random combination between all possible voices you may have implemented. For the music, panel will choose up to 3 different music's for the flight, if available. This random composition of the crew and the music program is done during the panel loading, but you can recall a new random generation at any time and use the "check crew & music" feature, to hear what was generated. To create a new category set file name, you simply add to the appropriate file name as documented before, the postfix "_X", where X is a number from "0" to "9". For example: PB_ByeBye.wav will give: PB_ByeBye_0.wav, PB_ByeBye_1.wav, PB_ByeBye_2.wav, etc... It is warmly recommended that you download all optional soundpack available on my site, especially all additional music's, so you can benefit of the variety introduced by random choice features just described before. In case you would build yourself some additional music files, note that you must prepare a sound file which can be looped perfectly, to give the illusion of a continuous music play. GENERAL TECHNICAL INFORMATIONS ------------------------------ ATTENTION !!! Loading a "Flight" file and then, changing to a different aircraft and different panel, CAN BE HAZARDOUS, especially with a complex panel like ACS MD-11 panel. A "Flight" file has backup's of a lot of FS variables, in the state they were, when the file was created. But this configuration of FS variables, if it was perfect for the aircraft/panel belonging originally to the file, MIGHT BE NOT SO GOOD FOR THE NEW AIRCRAFT/PANEL you are loading. As a result, you may hit unexpected simulator behaviors or problems. ATTENTION !!! For the same reasons, to apply an upgrade for any aircraft, which will change the "AIR" file and/or change "aircraft.cfg" contents (it is the case of this package), invalidate all "Flight" file(s) made previously for this aircraft. In other words, you cannot be sure that the aircraft will fly 100% with the new parameters, when using one of these "Flight" file. However, you can upgrade your "Flight" files the following way: Just after loading the "flight", set the pause. Go to aircraft load menu and just click "OK" button to reload the same aircraft. Now you can save the updated version of your "Flight" file. For my eventual further upgrades, I will try to not forget to mention if the upgrade invalidate or not "Flight" files. Avoid to switch between full screen mode and windowed mode, or when in windowed mode, to resize the window, because this will reset all gauges. In our case, this mean that you will loose timer count, ACS-GPS if activated, will be deactivated, Crew feature will be shut off, etc... Never forget that a gauge will be idle, if the window which carry this gauge is closed of not visible on the actual display. This mean you must avoid to quit the cockpit view or even to use lateral views, during the auto-landing phase (under 200 feet's over the ground) or during a pushback. For the same reasons, if you navigate with ACS-GPS, avoid to quit the cockpit when you are close of your next way point. With the default FS2004 "FS9.cfg" 2d panels are not anymore managed the same way as before. Apparently, 2d panel bitmaps are treated now as textures. Unfortunately, this change may have an abnormal impact to the frames rate on some system, when you are in the 2d panel view. If it is your case, you may try to add the following line: "PanelAsTexture=0" into the section: [DISPLAY.Device. ...] of your "FS9.CFG" file and see if you obtain a better frame rate. If not, then remove this line. The GPWS feature is fully located into gauge ACS.PFD-MD11.gau. It use the same filenames as the very famous GPWS98 and is therefore fully compatible with the whole warning sounds set of this application. The set of files included in this package are original GPWS98 sounds, just sampled to a lower level (-4 db) for a better all together sounds balance. Only one exception: "-apdisco.wav" is a different sound. Functions: flight plan display, TCAS + display of traffic and finally, the complex WX radar, all these functions use for now, a simple 2D geographical projection model, proposed by the Microsoft in sample "map.c", where the relation between latitude and longitude is given by: distance corresponding to X degrees of longitude at latitude Y is found by dividing the distance for X degrees, by the cosine of the latitude Y. This simplified model is suitable for latitude between +/- 70 degrees. Over it, the distortion start to become more and more dramatic. I suspect that FS use in fact this model too, because it is not possible to fly over the poles in FS200X. On my side, I have limited the WX radar to latitude +/- 80 degrees. All positions over this latitude will not be scanned and default "null data" is taken instead (nothing on the map). An other actual limitation is that flight plan display function DO NOT support very long legs. Legs over 300 to 350 nm will start to become more and more distorted (in fact, remain a straight line when in fact, it should become a curve). Maybe, in a future version, I will replace this simplified model with a model based on "analytic geometry in space" theory, like it was done in ACS-GPS. This panel has been designed with a "pixel to pixel" technique. This mean all gauges have been designed in a way that all included graphic material is expected to be sized 1:1 on display. In this case, FS stretching graphic routine DO NOT act on this graphic material, which is therefore represented "pixel to pixel". This technique allow high precision panel design and usage of very small texts and labels, remaining sharp and therefore fully readable. The cost of this technique is that the panel MUST BE used in the resolution it has being designed for (in this case 1024x768 full screen). Depending on what engine sound package you use (if package has loud starting sounds) you may hear strange "pffff... pffff... pffff..." sounds, especially when you are in outside view. This is because my panel use the engine #2 in a very special way to simulate a true APU. The weak point of this trick, is that engine start sound #1 is triggered by this feature at regular interval. In my optional MD-11 engines sounds package the few first seconds of the engine start sound #1 were set to pure silence, that you cannot hear the action of the APU simulation. If you use my panel with an other sound package and have this problem, you may modify the package in order to use engine start sound #1 of this package instead of the original one. If you are good in sound edition, you may prefer to just edit this sound #1 and add the necessary few seconds of silence required to mask the APU work. This tuning will have no bad impact on the engine start sounding sequence. ATTENTION !!! Because of Global Logic Control introduced in this version 2.x, almost every gauges may be not fully functional, if used separately into an other panel. INSTALL.EXE TECHNICAL INFORMATIONS ---------------------------------- "Install.exe" program use the following method to identify the aircraft: First, it will extract from section [Fltsim.0] of the original "aircraft.cfg" file, the name of the "AIR" file. Then, the presence of the "AIR" file is checked and if the name and the file size is appropriate (Mike Stone: name "md11.air" size 10015 / Overland: name "md11.air" size 8756 / iFDG: name "MD-11.air" size 8336), the program will consider the aircraft to be identified. iFDG MD-11 model version identification is done by looking on the size of the MDL file(s): VERSIONS 1.0: 1.5: CGE & CGES 4127528 N/A FGE & FGES 4123512 3153900 PGE & PGES 4104072 3137924 FPW beta >4.1 MB FPW 3190766 PPW beta >4.1 MB PPW 3174790 REMARK: Because several 1.0 beta version for FPW & PPW MD-11 models were accessible to download and they may have had different beta version of the model file, with different sizes, the identification code check if model name has "PW" and file size is greater than 4.1 MB. If yes, aircraft is identified. Any other size will make the identification to fail. But in this case, "install.exe" will prompt the user to set manually the tunings options for the wings navigation and strobe lights and the additional commands to open doors. Of course, in this case, panel implementation cannot be certified to run 100% properly. Panel uninstall identification use the same method, but based on the "AIR" file name of tuned version. Tuning of "aircraft.cfg", done by "Install.exe", is performed the following way: the program will edit the "sim=" parameter in all [Fltsim.x] section(s). After the last [Fltsim.x] section, the program expect to found the [General] section and will take it as is. Then, all the rest of the "aircraft.cfg" is generated by the "Install.exe" program. If [General] section do not follow immediately the last [Fltsim.x] section, the installation will be aborted. "Install.exe" also check in all section(s) [Fltsim.x], that "sim=" and "ui_type=" parameters use the same value in all section(s), that "panel=" parameter(s) is/are empty. With multiple sections, the program check that all "model" parameters are the same for Mike Stone & Overland aircraft's and for iFDG aircraft's, all used models must be mutually compatible, which mean: same version (1.0 or 1.5), same motorization and same aircraft type (the 7 first characters of the iFDG model filename must be identical). These are the conditions which certify that this aircraft directory is compatible with a single identical tuning. Finally, parameters "sim=", "model=", "panel=" and "ui_type" must be found in this sequence within the [Fltsim.x] section. If these conditions are not met, the program will abort detection process with an error message. "install.exe" identify the iFDG aircraft type and the engine type, by looking the fifth and the sixth character of the ".mdl" file name, into "model" directory. For the fifth character, the program expect to found "P" for standard MD-11, "C" for "Combi" MD-11 and "F" for "Cargo". For the Sixth character, program expect "G" for "General Electric" engines and "P" for "Pratt & Whitney. In case the aircraft and/or engine type identification fail, program will not abort installation, but will take by default a standard MD-11 and/or a General Electric engine. Identification failure will also be signaled to the user in the program activity window. REMARK: If you want to fool "Install.exe" program, in order it will recognize an other MD-11 not effectively belonging to the official supported models, you can do the following: Rename the original ".AIR" file into ".AIR_MASKED". Then use your Notepad to create a dummy ".AIR" file, with the size and name of the model you want "Install.exe" believe it is (just type dummy text in this file. The target is to obtain the desired file size. Content of this file is of no importance, it is just used to identify the model. The tuning will use its own ".air" file). If you choose to try to fool "Install.exe" for an iFDG model, you must also do the following: you must temporary replace the aircraft ".MDL" file with the iFDG model file (or a dummy file, with same name and size of iFDG model) for which you want to fool the model identification process and also update accordingly parameter(s) "model=" in "aircraft.cfg". When installation is done, restore the initial state. If you are lucky, maybe you will be able to fly this unsupported model without any problems. But don't be astonished if your aircraft is levitating over the ground, if some lights don't work as expected, flaps have problems, etc... CREDITS ------- Tanks to Albaro Villegas and all the iFDG team for all marvelous MD-11 models they have produced. Without this model, I would probably not have found enough motivation to start the production of this package, with the complex "Install.exe" program to make all MD-11 fans life more easy. Many thanks to Michael Ackermann for the numerous hours of flights he made with the aircraft, to check and compare simulated data's with true aircraft data's. His precious collaboration was determinant for the high level of fidelity the actual stage of the flight dynamic tuning has reached. Thanks also for the "TestFlight.txt" document gift !!! Tanks to Andi Jaros for his A320 PFD gauge. This gauge was my first reference and inspiration when I started to build my own MD-11 PFD. Thanks to Wilco van Deijl for his GPWS98, which was used as a reference for this package. Tanks to Ron Beal, and the other peoples who lend their voices for the crew and the ground man recordings. Thanks to Sam Needs for his precious help for the work of the last enhanced version of the panel bitmap, especially for the graphic elements like the true FMC console, the standby instruments and the better looking panel top. AUTHOR'S -------- PANEL CONCEPT & DESIGN: Alain Capt BITMAPS PAINTING: Staffan Ahlberg & Alain Capt GAUGES BITMAPS PAINTING: Alain Capt assisted by Staffan Ahlberg PROGRAMMATION: Alain Capt "PB" & "CD" SOUND MESSAGES PRODUCTOR: Saul Loeb (recording some, getting others) POST-PRODUCTION: Alain Capt BETA-TESTING: Michael Ackermann Gregory Claustres Urs Wildermuth DOCUMENTATION: Alain Capt COPYRIGHTS ---------- THIS PACKAGE IS FREEWARE AND NO MONEY SHOULD EVER BE MADE WITH IT !!! WRITTEN PERMISSION OF AUTHOR'S IS NEEDED TO COPY THIS PACKAGE OR PART(S) OF IT, ON EVERY MEDIA LIKE CD-ROM, DISKETTE, BBS, INTERNET SITES ETC..., IN THE CASE USERS MUST PAY TO ACCESS THIS MEDIA OR HAVE TO BUY IT. NOBODY HAS THE RIGHT, WITHOUT PRIOR AUTHOR WRITTEN PERMISSION, TO USE ANY PART OF THIS PRODUCTION, IN ITS ORIGINAL STATE, OR MODIFIED WITH UTILITY SOFTWARES, INTO ANY OTHER APPLICATIONS INTENDED TO BE PUBLISHED, EVEN IF PUBLICATION WILL BE A FREEWARE. THIS DO NOT APPLY TO "ACS.CtrlSurfDisp-MD11.gau" GAUGE, WHICH IS A RENAMED BUT UNMODIFIED ORIGINAL MICROSOFT GAUGE. ANY REQUEST CAN BE ADRESSED TO THE FOLLOWING ADDRESS: Alain Capt 35 ch. des Passiaux CH-1008 PRILLY SWITZERLAND Tel + Fax: 41-21/ 648 38 37 E-Mail: acapt@worldcom.ch URL: http://www.acsoft.ch Have nice flights with this MD11 panel !!!