On Fri, 24 Sep 2004 09:59:41 +0200, Boris Koenig [EMAIL PROTECTED] wrote:
I'm bringing this back up again, because during my search for
cross-platform capable ATC multiplayer software I stumbled
across the following comment on http://www.atcsimulator.com
[QUOTE:]
August 19, 2004 -
On Thu, 9 Sep 2004 08:14:33 +0100, Giles Robertson
[EMAIL PROTECTED] wrote:
Would adding in ILS/glidescope aerials (where they exist; that's easily
checkable off Robin's database) count as too much clutter?
On the contrary, that would add realism to the airports. The risk
right now is
On Thu, 9 Sep 2004 09:43:38 -0400, Chris Metzler [EMAIL PROTECTED] wrote:
} FAA Response: The FAA disagrees. As noted in the proposal (65 FR
} 38641), this rulemaking intentionally does not address distance
} remaining signs. This matter was referred to the ARAC. At its
} meeting on June
Here's a nice way to get a quick (but small) scrollable VFR chart for
an airport:
http://map.aeroplanner.com/mapping/chart/eaachart.cfm
For the RESTafarians of the world, it is also possible to use GET so
that you can provide direct links to airports. Here's KSFO on a
1:500,000 sectional:
On Wed, 8 Sep 2004 18:35:07 -0400, Chris Metzler [EMAIL PROTECTED] wrote:
5. I don't know anything about how these signs are handled outside
the U.S. If you do, let me know.
I'd be interested in knowing more about how these signs are handled
inside the US. I've flown my Warrior to several
Jon Berndt wrote:
Does anyone know a good algorithm to take an STL string to lower case?
With or without locale support?
All the best,
David
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Jon Berndt wrote:
What is locale support? If that means for different character sets (as in different
geographic and language areas), it has to work around the world, of course. Is that
what
locale refers to?
Localization (L10N) and Internationalization (I18N) are more than just
character sets
Hi, everyone -- I'm back from a flying family vacation to Nova Scotia (13.8
hours flight time, including taxiing). It doesn't look like too much
happened over the past week while I was gone, but if I missed anything
directed at me in my quick scan of my inbox, please feel free to repost.
All
Frederic Bouvier wrote:
Remove an obsolete option for airport-id.
Erik, the option require an ICAO id, so I think this is
the right option and find more logical to deprecate
--airport instead.
I'm with Erik on this one. Otherwise, we'd need to change --vor to
--vor-id, --ndb to --ndb-id, etc.
Erik Hofman wrote:
I think that the fix will be simply to force the mouse pointer to be
visible before exiting FlightGear.
This is in CVS now. Could you please test it?
That solves the problem completely. Thank you very much, Erik.
All the best,
David
Curtis L. Olson wrote:
A while back I added code to hide the mouse pointer after 10 seconds of
inactivity. This is configurable in the preferences.xml file. I've
never seen a frozen mouse pointer on any of the machines I've tested on
(or heard of it with anyone else) but it's the only mouse
Melchior FRANZ wrote:
He probably means the beacons. These are everywhere, along with the towers socks.
Has anyone ever seen beacons on a tall tower like that in real life?
Normally, I think, it's just on the roof of the control tower or another
airport building, and since people have to see it
Jim Wilson wrote:
Ah...oh. H. What is the AIP? I hadn't read government into that
first posting at all, but maybe there was a typo. If it is the RAAF or Aussie
government in some form, this could be a serious problem for information on
the web, that goes a bit beyond this one data set.
Since I updated FlightGear a few days ago, my X Windows mouse has been
frozen after exiting whenever FlightGear is in full-screen mode (there is no
problem in window mode). Switching to a text console and back does not help
-- I end up having to restart X.
Any suggestions on where I should
This message just came to one of the aviation newsgroups from Paul Tomblin,
who maintains several free GPS/flight-planning databases. It looks like
we'll be losing the DAFIF soon, which is our source for most airports
outside the U.S., as well as for ATC frequencies, airways, arrival
Chris Metzler wrote:
Is there an official announcement of this somewhere? I've looked all
around the NGA and NACO sites but haven't found anything. How did he
hear about this? Is there any kind of timetable? Were there reasons
stated?
According to the message I quoted, the Australian
Lee Elliott wrote:
I'm pretty sure that information/data can't be copyrighted - but the design of
the presentation of the information/data can.
I hope not, but every country has its own (bizarre) laws about this kind of
thing -- for example, in Commonwealth countries, including Canada and
Arnt Karlsen wrote:
..so, in Canada, copyright is more important than lives.
This has been in the media? They usually love to roast
governments over stuff like this. ;-)
COPA's done its best, but the issue is not going anywhere. On the bright
side, while the copyright law in Canada does not
Alex Perry wrote:
I've just tried the 0.7.5 release and there is no wet compass turning error.
When did that go away ? It's kinda important ...
You and I had some private correspondence on this point a few months ago,
and you were planning to look at the code when you had some free time. As
Curtis L. Olson wrote:
Hopefully David can answer the implimentation details, but I would like
to point out that in many situations your code can do the expensive
string lookup once at init time, cache the pointer to the node, and from
then on, just use the cached node pointer to read/write the
Dave Perry wrote:
1. I updated CVS last night and the changes to the J3 Cub make it
impossible to do a full-stall 3 point landing. 2. It is not true that a
wheel landing should end with applying full down elevator. In fact, you
want to be almost at zero decent rate when the mains touch and
Jim Wilson wrote:
You are right, that doesn't sound right. At least if a positive value did
point down, it would be in conflict with the AOA parameter. That said, are
you sure the DC-3 is supposed to have a negative incidence? I just looked up
the p51 and the diagram clearly shows a positive
Jim Wilson wrote:
Excellent, thanks for the clarification. Just looking at the cub you can see
down-wash is a major design feature. The DC-3 has a high tail, but I can see
the incidence in the main wing is pretty high. I wonder what happens when you
increase the wing incidence and set the
Matthew Law wrote:
It seems much, much better to me. However, I can sit at minimum power
with the brakes on in nil wind and rock from one main wheel to the other
using the ailerons. I can also lift the tail off the ground at minimum
power. I'm not sure if that is a side effect of what you've
Jim Wilson wrote:
There is a modified sound config in cvs that at least partially addresses the
problems. I hope Erik doesn't mind. BTW if anyone wants to mess with any of
the aircraft sound configs that I've commited in the past, have at it. It
isn't as easy (or fun) as it first appears :-).
Jim Wilson wrote:
This suggests that both bernoulli and the pushing (gravity) are at play,
depending on the airfoil. My (uneducated) guess is the pushing is almost all
of it and that the bernoulli effect only augments:
http://observe.arc.nasa.gov/nasa/exhibits/planes/planes_1c.html
There's a
Jon S Berndt wrote:
On Tue, 28 Jun 2005 19:20:17 +0100
SGMINFO [EMAIL PROTECTED] wrote:
David Megginson wrote:
I'm getting seriously out of my depth here, since I didn't even
take high
school physics...
Just a lurker at present until I can find a way to contribute more
usefully but try
Getting back on topic, I think everyone agrees that the horizontal
stabilizer on a typical plane (excluding t-tails) should be seeing downwash
-- in other words, its relative wind will not be the same as the relative
wind seen by the wings. For JSBSim, we don't have to worry about this,
Andy Ross wrote:
Uh... YASim doesn't model wash effects, so there really isn't any
process by which a pure control input would generate force. Are you
sure you weren't just sitting in a stiff wind? Can anyone else
replicate this?
I cannot reproduce it on my system:
fgfs [EMAIL PROTECTED]
Dave Perry wrote:
1. I updated CVS last night and the changes to the J3 Cub make it
impossible to do a full-stall 3 point landing.
I can fiddle a bit with the elevator effectiveness.
2. It is not true that a
wheel landing should end with applying full down elevator.
I'm not suggesting that it
Vivian Meazza wrote:
I don't think that's intrinsically very difficult to simulate right now.
When certain conditions are met, if carb heating is off, weaken the mixture
over time (until the engine stops?). If carb heating is on enrich the
mixture over time until power is restored. The conditions
Matthew Law wrote:
I agree totally. Does FG define humidity at all?
Yes -- we report it, and I'm pretty sure that we use it in density altitude
calculations (so that it affects both true airspeed and engine performance).
We're drilled to use carb heat before making any major reduction in
power
Alex Perry wrote:
That's a point. Once the engine stutters/quits due to carb ice,
you have to make it take a while for the ice to go away again.
... and it takes quite a while ...
Once the engine quits, it's too late for carb heat, isn't it? If it's only
a partial blockage, we can simulate the
Andy Ross wrote:
Granted, I haven't had time to test any of this. But I guess I'm
having trouble understanding exactly what your complaint is: trying
to draw fuel from an empty tank *should* kill an engine.
OK, try this: I'm flying on the left tank in my Warrior and not switching.
The tank goes
I've been frustrated with the tendency of the DC-3 (--aircraft=dc3) to
noseover during the takeoff and landing rolls, and of the J3 Cub
(--aircraft=j3cub) to nose over during wheel landings. I've fiddled with
the YASim files a lot in the past but have never found a good solution.
Finally,
Matthew Law wrote:
I can't see the harm of a temporary and slight decrease in
power compared to what could go wrong if I didn't use it...
Fair enough. You have to weight it against the risk of forgetting to shut
it off in an overshoot, giving you reduced climb power and a tiny
possibility of
Andy Ross wrote:
The number is a (conventional, right handed) rotation about the Y
axis, which in YASim's coordinate system points out the left wingtip.
So a positive incidence points down. Unless there's a sign bug (or
three, or five...) in there somewhere.
A positive incidence points down?? So
Ampere K. Hardraade wrote:
Can't you make it so that the engine feeds off the upper tank before it feeds
on the lower tank?
How would that affect balance? Are the tanks exactly above each other?
All the best,
David
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Vivian Meazza wrote:
Not exactly. They are both on the centerline, but the CofG of the lower,
smaller tank is slightly forward of the upper, larger tank.
For strict accuracy, then, drawing from one tank first and then the other
will not result in exactly the same flight characteristics. The
Andy Ross wrote:
But, since you only *have* one selectable tank, that's basically the
same thing; the engine is supposed to die when the bottom tank runs
out. Am I misunderstanding the problem?
I think he might want some sputtering for a couple of seconds. From reading
accident reports,
Vivian Meazza wrote:
I think I would expect an engine running out of fuel to rapidly lose power
and wind down, not stop abruptly as it would if you opened the magneto
switches. I have to say that is based on motor racing rather than aviation
experience. Haven't tried it while airborne, and intend
Matthew wrote:
Just installed OpenAL via CVS, no difference...Still aborts.
Are you sure that the old one is completely uninstalled from your system?
And did you do a make clean and rerun configure in simgear and flightgear
afterwards?
All the best,
David
Chris Metzler wrote:
For example,
tweaking the diffuse/specular reflectivity parameters produces no change
whatsoever to the .ac file exported, even though the .blend file does
change.
Correct. Currently, the AC3D export scripts in blender do not export
specular, and emissive parameters, and they
Jim Wilson wrote:
You see, at least on the federal level you can collect quite a large sum of
money as gifts before you have to put anything on your tax return.
I am not intimately familiar with U.S. tax laws, but I would be very
surprised if the IRS allowed Curt to count advertising revenue as a
Jim Wilson wrote:
What is the origin of the DC-3 sounds in the base package? Listening to the
individual samples, they sound an awful lot more like turbine engines than
piston -- granted, a few DC-3's have had turbine conversions.
In the base package see the read-trev.txt file for credit and
Jim Wilson wrote:
Maybe I've missed something in this thread, I am not talking about a
consulting business with customers, time billing, etc.
The thread started with Curt posting asking for opinions about running
banner ads on flightgear.org to raise revenue. He also indicated that he'd
be
Boris Koenig wrote:
But on the other hand I followed the whole discussion about FlightGear
financing and had to notice that most people simply tend to object
against any suggestions that are being made, INSTEAD of making
better suggestions themselves.
I might have missed a message, but I do not
sonny hammaker wrote:
does anyone know of the equations that are used to determine how
coordinated a turn is?
Side force (along the y axis) = 0.
All the best,
David
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Curtis L. Olson wrote:
Exactly! I'm trying to decide if I want to mount the IR sensor on some
sort of gimble and vary the sensor attitude to control the aircraft
attitude, or do I just want to hard mount the sensor and try and steer
with the rudder while the copilot fights to keep the wings
Curtis L. Olson wrote:
The question is, with an auto-pilot forcing the wings level, how
effective would rudder only steering be. I'm guessing not all that
effective, but at R/C scales is it effective enough to control heading
and self navigate?
It would give you a very rough, slightly slipping
David Megginson wrote:
It would give you a very rough, slightly slipping turn, I'd think.
There'd be a risk of a snap roll (and possible spin) at slower speeds,
if you got to the point that one of the wings stalled.
That should have been a skidding turn.
All the best,
David
--
Majority rule
Mat Churchill wrote:
Hoping to pick up on flying lessons again and was wondering if I can
record NMEA flight data of my lessons and play it back in FG ?
To add to this does anyone know of a way of recording bank angle / glide
path in a format usable by FG ?
Playback of real flights would be a nice
Mat Churchill wrote:
I'd thought of drilling a hole in the ball of a serial mouse and
attaching a weight on a stick to it. Mount the mouse in a cage with a
spirit level on it, fix the cage in the aircraft and get a zeroed
reading and then record mouse positions against time during flight.
An
Can anyone actually fly the Spitfire model in CVS?
fgfs --aircraft=spitfireIIa
The elevators seem to have no effect at all. On the ground, the plane
starts nosing down as soon as it gets to around 30 kt, and after an in-air
start, it just dives. I wonder if there's something wrong in the
Andy Ross wrote:
I know Vivian has had trouble getting it working with the gear ratio
stuff on the engine. This (along with tuning the p51d) has been on my
list for ages, but I've been swamped with work and homeowner concerns
recently. I'm still alive, I promise. :)
I don't think it's an engine
What is the origin of the DC-3 sounds in the base package? Listening to the
individual samples, they sound an awful lot more like turbine engines than
piston -- granted, a few DC-3's have had turbine conversions.
All the best,
David
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Vivian Meazza wrote:
There should also be a version with the legacy code, and that does fly (or
rather, does for me), although the performance is a bit down. I don't think
that there is an error in the code, but I'll double check with the legacy
version
Thanks. It's a beautiful model, by the way.
Ampere K. Hardraade wrote:
Mwhaha... http://www.alexisparkinn.com/photogallery/Videos/ohmygodSpitfirepass.wmv
Yes, I've seen that clip -- it's pretty funny (scary, actually).
Fortunately, the one based at CYOW tends to stick to the runway.
All the best,
David
Jon S Berndt wrote:
Off the top of my head (and I'm in a real hurry at this second), I think
it would be nice to make it possible to supply the FDMs with a force
vector and point of application - perhaps even a moment vector. Is that
what you are proposing?
Once we support ground reactions with
Erik Hofman wrote:
Ok. Until some kind soul decides to use texture filenames without an
extension this should be fixed in CVS now.
Thanks, Erik -- that's excellent.
All the best,
David
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Jim Wilson wrote:
Sorry for the dumb question: why are they offending? I'm in favor of limiting
aircraft specific key bindings to a very small number of keys (like 1 or 2),
but I'm also not clear why the input binding configuration needs to be handled
differently than it is now.
It's a layering
Christian Brunschen wrote:
What would be really good is if it were possible for the *user* to
define an arbitrary number of keyboard / joystick configurations. These
could also be named and grouped together; and there should be an easy
way to switch between these configurations, from the
Does anyone have code that depends on having bindings for the keyboard,
mouse, and joystick(s) visibile in the main property tree? I'm planning a
cleanup of the input subsystem, and part of that will be reading XML
configuration files directly like we do for models and other parts of
Andy Ross wrote:
Some of the joysticks (at least the X45, maybe others) use a mode
property under /input/joysticks/js[0] to track switch positions. But
this can easily be moved somewhere else; or just left in place as a
lonely, vestigial relic of code gone by.
I have no trouble leaving that in
Josh Babcock wrote:
I have a custom mice.xml file that seems to have worked quite nicely up
until a few days ago. That's when I first noticed that in my view mode
I can set /control/flight/rudder by holding down LMB and moving the
mouse right and left. Aileron and elevator are unaffected. I
Vassilii Khachaturov wrote:
I believe that --offset-azimuth in conjunction with the --vor option
misbehaves. Consider the following cmdline:
fgfs --aircraft=c172-ifr --vor=HNL --offset-azimuth=180 \
--offset-distance=20 --altitude=6000 --heading=359 --vc=90 \
--nav1=0:114.8 --com1=118.1
This
Josh Babcock wrote:
Yeah, that's the problem. Looks like the nasal script for the throttle
is also sneaking in. Can I define a null binding? Is there a way to
override the whole base package mice.xml?
Yes and no. You can define a null binding using the command null, but
there is no way to
Josh Babcock wrote:
Yes, people are still doing that, though I think there needs to be a
better way of redefining keys for individual aircraft. The current
method is getting a little chaotic, and some functions have already been
overwritten for some aircraft. Sorry, don't have the examples
Upgrading to the latest CVS OpenAL from the version distributed with Debian
SID solved my OpenAL problems -- the planes sound great now. Unfortunately,
the voice ATIS is even quieter, so that it's hard to tell that it's even
playing now, much less to make out the individual words.
All the
I've just patched the input subsystem to respond to reinit() events, and
added an entry to the Debug drop-down menu. You can now start FlightGear
without a joystick plugged in, plug one in after the program starts, select
Reinitialize Input, and have the joystick start working (make sure that
Using today's scenery over TerraSync, I've found an interesting problem at
CYHM (Hamilton, ON). Runway 12/30 is where it should be, but runway 06/24
is missing -- there is a big hole in the ground. When you try to start on
runway 6, the plane starts up high in the clouds, presumably where the
Curtis L. Olson wrote:
The problem is that the terragear airport generator names the airport
scenery file according to apt. id, but in these cases the airport id
occurs twice. I am eager to see these (and other) problems fixed in
Robin's next data release.
Thanks, Curt -- I took at look at the
Andy Ross wrote:
Actually, it might be cleaneast to model the engine control properties
as something like:
/engines/engine[n]/magneto[0] (boolean)
/engines/engine[n]/magneto[1] (boolean)
/engines/engine[n]/starter(boolean)
And re-write the standard switch binding such that it sets the
Jim Wilson wrote:
Hmmm...maybe reusability isn't the most important issue here. While I know
that there are many stock devices that are the same in different aircraft, it
almost seems that numerically, with the number aircraft we have modeled now,
the non-common instruments are (or should be)
Josh Babcock wrote:
the non-common instruments are (or should be) more frequent.
Actually, the opposite is true, at least for general aviation
I read this to mean throttles, trim wheels, levers switches, yokes and
such.
Jim mentioned instruments rather than controls. As far as controls go,
Curtis L. Olson wrote:
The airport generation scripts create a beacon if there is one in the
datafile for that airport, yes. Perhaps we need a way to provide a
manually maintained exceptions list when building airports (and scenery).
Didn't Robin's data originally contain a field specifying
Roy Vegard Ovesen wrote:
Because of aliases apparently not being implemented, the Piper has two CDIs
that are connected to the same nav radio, and consequently display the same
information.
Aliasing is part of the XML layer, so it should still work.
All the best,
David
Dave Perry wrote:
Are either of you experiencing glideslopes either too high or too low
after the recent
change in the navaid file structure?
I haven't practiced a precision approach in the last three weeks or so -- I
usually concentrate on holds and non-precision approaches, since they're the
Josh Babcock wrote:
I was looking at his website on Thursday and noticed that he was
complaining about the last DAFIF cycle leaving out everything north of
some latitude, basically most of Canada. Apparently the X-plane world
is experiencing this problem too. He said that he hoped to fix the
With Robin's latest database, we've lost nearly all of the ILS approaches in
Canada -- the DAFIF has very few Canadian ILS approaches (8 approaches for
four airports), but Robin used to have manually-entered copies of many, many
more in his database. He seems to have dropped them from this
I'm starting a haphazard and disorganized collection of aviation stuff at
http://www.megginson.com/Aviation/
My latest posting is a convoluted explanation of how cartographers derive
the Maximum Elevation Figure (MEF) for VFR charts. If you don't have
anything else to do, feel free to take a
Gunnstein Lye wrote:
The GPL does not prohibit selling, and does not say anything about how much
they can charge, as long as any changes they have made are made available for
free (or the cost of the medium and postage).
The GPL also contains requirements to make the source code available to
I have run an additional test on DME bias.
The NACO approach plate for the KLAX ILS 6L says that the DME should read
1.6 nm over the threshold; the NACO approach plate for the KLAX ILS 24R says
that the DME should read 1.9 nm over the threshold.
For background, both the ILS 6L and the ILS 24R
David Culp wrote:
The effect looks very exaggerated, probably because it happens too quickly.
On the contrary -- we interpolate smoothly between layers, I think, so the
wind changes fairly gradually. Real wind shear can be much more dramatic.
All the best,
David
David Culp wrote:
Recently I added support for adjusting the DME readout based on an
optional per transmitter bias that is part of Robin's nav data. For ILS
approaches the DME transmitter could be at the opposite end of the
runway, but transmitting a bias or constant value to subtract off the
Curtis L. Olson wrote:
All the approaches at KLAX have a 1 or 2 nm bias for the DME. Like you
say, there is no *requirement* for this, but there are installations
that have a bias set up.
That's strange. Here are the DME distances at the runway threshold for the
eight ILS approaches at KLAX,
Curtis L. Olson wrote:
Unfortunately I am having trouble digging up any
definitive references at the moment, but google showed me a lot of used
medical equipment for sale. :-( Anyone remember when google used to be
useful?
I tried
dme bias ils
and Google was happy to oblige, bringing me to
Alex Perry wrote:
Yes, I believe, without having the plate handy, that LAX does this.
As I recall, the reason is that they use the same ILS frequency for
the two ends of each runway. Since the ILS frequency is associated
with the DME channel, they either make life hard for the crews or
they use
The new windsocks are great. Here are a couple of suggestions for the next
revision:
1. Cut down on the number of them. Shorter runways (=4,000ft in Canada,
probably similar elsewhere) have only one windsock in the middle of the
runway, not one on each end. In fact, smaller airports often
William Earnest wrote:
Another small feather for FlightGear's rather large hat. Today I
passed my instrument rating checkride, significantly helped by the
program in forming a decent scan and control by panel. It certainly
reduced the number of lessons and practice flights.
Congrats, and
Josh Babcock wrote:
What would be good poly counts and texture sizes for low and high LOD
models of individual objects? Same for autogen objects?
Most of the time, buildings on the screen use up only a tiny number of
pixels. I often do buildings with 5 quads and a 64x64 texture, but even
that
Ampere K. Hardraade wrote:
All the textures look awfully bright. Take the tires for example, they are
supposed to be pitch black, but they appear as grey. How do I fix them?
Take a look at the top of your generated AC file, and play with the
different light values for the materials.
All the
Ampere K. Hardraade wrote:
The model isn't made in AC.
What format do you use for loading into FlightGear?
All the best,
David
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Ampere K. Hardraade wrote:
I think it will probably be a good idea to increase the distance that triggers
the poping of waypoints. Right now, the plane practically gets on top of the
way point before switching to the next, which is causing some awfully violent
maneuvers.
The best way to do
Josh Babcock wrote:
How do real life FMS's do it? Does this generally vary? If so maybe it
would make sense to pick this number up from the autopilot XML with a
default defined in preferences.xml.
At any given speed, the same bank angle will give you the same turn rate
(for a coordinated
Lee Elliott wrote:
If I understand the problem correctly, changing the distance at which the turn
is initiated won't make any difference - it's the way that the pid controller
reacts to the jump in input as the waypoint is popped that's causing the
abrupt change.
For example, if there are two
Martin Spott wrote:
Does this mean to get the best out of the available sources you need
SRTM data for the elevation and land cover, VMAP0 for inland water
(lakes and rivers) and GSHHS for the ocean shoreline ? Anything else ?
Merging these sources sounds like a 'funny' game
Funny in the
Curtis L. Olson wrote:
Is there any reason to keep the old data around now? If it's not used
by anything I'll free some space up.
I could think of a couple reasons, but they may not apply to you ...
- one day we might want a low res/light weight scenery set
We could still build that from the
David Luff wrote:
On a related note, I believe you had problems with hearing the ATIS voice
due to low volume previously. Do you still have this problem post-OpenAL,
or can you hear it OK now?
I cannot hear the voice at all now, unfortunately.
All the best,
David
Curtis L. Olson wrote:
It sounds ok to me here on my sound blaster live hardware. Can you hear
the morse code beeps, marker beacons, or other sounds ok? Do some
aircraft sound ok, or do all of them sound this way?
The ident codes sound strange also (high-pitched and slow).
All the best,
David
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