docs/ directory; perhaps the
old contents were discarded with the 0.7 tree. Fortunately, the full
document appears in the message you're referring to.
All the best,
David
--
David Megginson, [EMAIL PROTECTED], http://www.megginson.com/
___
Flightgea
Erik Hofman writes:
> You could try this patch and play with the numbers a bit.
> This piece of text might explain why I don't see the problem:
> +audio_mixer->setBass(50);
> +audio_mixer->setTreble(50);
> +
No noticeable difference.
All th
; for a lot of it. The "seat of the pants" feel that you have when flying
> the real aircraft covers up most of the effects.
Thank you very much for doing the test and posting the results. I did
tone down the behaviour; after looking at your test, perhaps I toned
it down too far.
Luke Scharf writes:
> I'll take any excuse to flying on a nice VFR day! :-)
I'd like one of those here.
All the best,
David
--
David Megginson, [EMAIL PROTECTED], http://www.megginson.com/
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[EM
nately, the permissions won't let anyone else read the
directory until Curt gets back online and fixes things up -- I don't
have shell access to the CVS machine.
All the best,
David
--
David Megginson, [EMAIL PROTECTED], http://www.megginson.com/
__
y anyway just to be safe.
All the best,
David
--
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he ability to model
cross-controlled approach stalls, but we need to get the other stalls
right as well. Skyhawks and Cherokees are very forgiving planes, or
else many fewer low-time pilots would live to become high-time pilots.
All the best,
David
--
David Megginson, [EMAIL PROTECTED],
id, depending on how the simulated aircraft is loaded.
>
> How is the model in question balanced?
We have it loaded and balanced in or near utility, I think.
All the best,
David
--
David Megginson, [EMAIL PROTECTED], http://www.megginson.com/
__
at=200lb,baggage=400lb
> and then do crazy things in the simulated aircraft.
Yes, it is possible, but it's complicated and a big FDM-specific right
now. I agree that it would be a good learning experience to let
people try flying with, say, the CG way too far aft.
All the best,
David
Curtis L. Olson writes:
> Returning from out of town, I am no longer able to build the cvs
> version of FlightGear (gcc-2.95.something). Here is the error I'm
> seeing:
OK, it looks like an STC issue. I can code around it.
All the best,
David
--
David Megginson, [E
David Megginson writes:
> OK, it looks like an STC issue. I can code around it.
That should be STL. You can see where my head is these days (an STC
is a supplementary type certificate that allows modifications to a
plane).
All the best,
David
--
David Megginson, [EMAIL PROTECTED], h
Seamus Thomas Carroll wrote:
I figured out the what you mention. The part that confuses me is how to
put the data from the xml file in a desired location. For example if I
have the xml document:
...
1
-128.553223
54.233123
...
How does id, lon, lat initialize the variables int id, dou
Erik Hofman wrote:
http://home.arcor.de/iljamod/fg/dc3.tar.gz
This looks very nice!
If David agrees we should add this to CVS.
I haven't looked at it yet, but no objections anyway.
All the best,
David
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Seamus Thomas Carroll wrote:
Is it possible to then parse buffer using the property-tree code?
I am looking at void readProperties( istream &input,
SGPropertyNode *start_node, const string &base ) but i dont understand
what the base is for.
You could pass it an istringstream wrapped around the
Andy Ross wrote:
I'd strongly suggest using the property tree parser.
Me too, simply because it's at least an order of magnitude easier. However,
I suspect that Jon wants to use EasyXML for parsing the coefficients, and I
have to admit that the property-tree format will be fairly verbose for
m
Here's a simple command-line to start lined up for takeoff on the Saratoga
aircraft carrier:
fgfs --lon=-122.575412 --lat=37.726849
Unfortunately, all is not happy. A full-speed takeoff results in strange
problems, so try a slow taxi to the ramp (say, 1000 rpm). The nosewheel
sinks in abou
Danie Heath wrote:
I just wanna find out how Simgear actually works. Does it generate the
world as a sphere, or as a flat world ?
An irregular WGS84 spheroid, I think, which is more accurate than either
flat or spherical.
All the best,
David
___
Fl
I just tried flying the bo105 around Ottawa a bit: FlightGear has made an
incredible amount of progress over the past few weeks. All of the jitters
in the heli flight model are gone, the 3D interior looks great (though it
needs a bit of instrumentation -- I'm using the HUD for now), and the sou
Finally. On the roof, with the engine shut down, after taking off from a
nearby airport:
http://www.megginson.com/flightsim/roof.jpg
Airspeed management is very different in a helicopter than in a plane -- I'm
still trying to get a handle on it.
By the way, I always have to put on the parki
Jim Wilson wrote:
Pull back on the cyclic stick. Depending on what speed you are going dropping
collective too. I like to swoop down to create some downward momentum and
then pull back. I'm not sure if this is a legal move :-), but if you are
going really fast and want to stop quickly, pull th
Jim Wilson wrote:
Yep, it is a feel, how much collective lift to add. The thing that usually
screws me up is the tail rotor when hovering. In general the rudder control
on my X45 sucks, partially because it is my left hand and I'm very right
handed, but also because it is a rocker. How are the
Andy Ross wrote:
Never mind. Someone already added a "skid" attribute to the parser
(or maybe I did long ago and forgot). Just set skid="1" on the gear
objects and remove the brake mappings from the property tree.
Done.
All the best,
David
___
Fligh
[EMAIL PROTECTED] wrote:
Hello, I allways wanted to fly the helicopter but i don't know how to start
the engines. I pressed every key kombination but still no luck.
If you have the latest CVS of FlightGear and the base package, it should
start with the helicopter engine running:
fgfs --aircra
[EMAIL PROTECTED] wrote:
Because of my german keyboard layout i needed to press the ALT+0 key
to get the "}" key pressed, that was a little irritating for me, because
i looked for the corresponding german key by the key location and not by the
key character, but that didn't work of course.
FYI th
[EMAIL PROTECTED] wrote:
But i noticed by using the current CVS version, that
the engines where off after pressing the reset button in the fg menu.
Yes, reset and save/restore are a bit broken in FlightGear right now. I'll
try to fix them when I have a chance, but it will require a bit of
ref
Curtis L. Olson wrote:
I definitely need the functionality to set up various initial
positions; in the air, on the ground, relative to different objects,
different headings, initial velocity, etc. etc.
We can accomplish the same thing simply by saving a copy of part or all of
the property tree an
Curtis L. Olson wrote:
We can accomplish the same thing simply by saving a copy of part or all of
the property tree and then reverting to it, without creating a separate,
parallel hierarchy of properties for initial conditions.
In this scheme, how would you specify initial conditions? You'd sti
Curtis L. Olson wrote:
If the sim is running, wouldn't you be competing with the FDM?
Wouldn't it be cleaner to keep a separate area for initial conditions
so you can specify them at your leisure, and then "commit" when you
are ready? Otherwise if we are writing into the main property tree,
it se
Reading Eric Raymond's excellent new book, The Art of Unix Programming,
reminded me of the importance of programs staying quiet unless (a) they have
something critically important to say (i.e. "help, I'm about to die"), or
(b) the caller explicit asks them to be noisy.
Of all the programs I nor
Jim Wilson wrote:
FWIW I'm not that crazy about switching aircraft mid flight, but I suppose it
could be done easily enough. Anyone for a piper cub going 270kias @ 4ft?
That sounds great. Can you animate the fabric tearing off the wings?
All the best,
David
___
Andy Ross wrote:
1. The default log level is now FG_ALERT, or at least, it's supposed
to be (though some FG_WARN messages inexplicably still get
through).
What about the presumptively "useful" stuff like the JSBSim touchdown
report or YASim solution data? Would it be a good idea to split out
Here's another fun landing:
http://www.megginson.com/flightsim/water-tower.jpg
The hard part, for me, is watching the ground close to the helicopter when
I'm close to the hover. In real life, when I'm flaring for a landing, I'm
usually focussing on the far end of the runway, perhaps a mile or
Andy Ross wrote:
Out of curiosity, how do pilots do this in real helicopters? I
wouldn't think a traditional ASI would work very well at 10 kts...
You could probably build one that did -- after all, the aenemometers that
weather stations use can register down to less than 5 kt. Still, I'm
gue
Melchior FRANZ wrote:
Before you get too accustomed to the current fgfs bo105, there's
a little detail that I got wrong: Tthe pilot sits at the right
side in a real bo. :-)
Yes, I know -- I thought about editing the config file, but didn't get
around to it (at least not yet).
All the best,
Dav
Maik Justus wrote:
Also the rolling tendency in translational lift is missing.
That is a very complicate thing. Allways if I think about I run into
confusion.
Is it just a gyroscopic effect?
All the best,
David
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I've just hit a milestone in eliminating unnecessary output from FlightGear.
I started a flight with the default airport and C172p, took off, climbed
to about 20 ft, landed, stopped, shut down the engine, and quit the program,
all without a single line of output on the console. Here's the be
Maik Justus wrote:
It is very unrealistic. But you can change this very easiely. Just
remove the notorque="true" tags in the bo105.xml file (or write
notorque="false"). You should also change the min- and maxcollective of
the tail rotor to be unsymmetric (I don't have the original values, I
can ju
Andy Ross wrote:
And since the rotor is spinning, it produces all sorts of
non-intuitive behavior like the 90° precession phase shift (try to
roll it left, it tilts forward, etc...). It's ugly. :)
This one happens with single-engine airplanes as well. If you yank the nose
up suddenly, you get a
Andy Ross wrote:
Other than the solution output, YASim doesn't generate any text at
runtime. The core files don't include anything from the FlightGear
tree at all, actually. There might be a stray printf or two,
though...
I tested YASim with the J3 Cub and it produced no console output at all.
Maik:
I just checked in modified versions of Rotor.cpp and RotorPart.cpp,
converting the printf debugging statements to SG_LOG.
All the best,
David
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Maik Justus wrote:
Yes, it is a bit more work flying with those changes. Do you mind if I
check them in?
For me it's ok, but remember, that you than need pedals (or another
analog controller for this axis) to fly helo.
The mouse does fine as an analog controller for the rudder -- I use it often
Melchior FRANZ wrote:
This and your examples (mouse handling, etc.) have totally
won me over! I've already written my first nasal script
I haven't had time to play with NASAL yet, but now that it's integrated and
people seem to like it, it's probably time to start refactoring FlightGear a
bit.
Melchior FRANZ wrote:
Not exactly what you meant, but I've written a syntax definition
file for vim that displays nasal scripts with colored syntax --
for easier editing: http://members.aon.at/mfranz/nasal.vim
(See ":help new-filetype" in vim for how and where to install it.)
Great. Let me know w
Erik Hofman wrote:
Here's an idea ... now that FlightGear is deathly quiet, I can't tell
if FlightGear is doing anything when it is starting up or if my
machine has hung. Maybe we could make a progress bar out of the flags
of all the countries of people that have contributed to
FlightGear. (?) I
Good news: I've just added a dialog box for selecting a new airport from a
scrolling list.
Bad news: the JSBSim 172 flips upside-down whenever I switch airports.
All the best,
David
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Jim Wilson wrote:
Thanks. It was a crash the first try. First I got into a lot of circling
around trying to figure where to land and how to approach it. This resulted
in quite a few near misses with the buildings.
As someone with no helicopter experience, I'll guess that you want to
approach d
Paul Surgeon wrote:
I'm sure there will be protesters but this "polygonal" looking scenery is not
very nice in my opinion. Yes it works but it doesn't even begin to resemble
real life scenery.
Out of curiosity has anyone ever used TerraScene?
(synthetic scenery generation app for Fly! and Fly!2
Paul Surgeon wrote:
Yeah that's because the scenery is pre-rendered. Who said we have to
pre-render the scenery? :)
Rendering in real time would only require a library of geodata which would be
similar in size to the current FG scenery.
In that case, it wouldn't look like TerraScene scenery --
Curtis L. Olson wrote:
Looking in the code, if I understand your request correctly, you may
want:
/radios/nav[%d]/radials/actual-deg
No, that is not the right solution. What he needs is a delta between the
inverse of the current VOR radial and the indicated heading on the RMI,
normalized to
Innis Cunningham wrote:
Anything I ever saw in 707's thru to 767's looked pretty rock
solid to me. But I may be wrong.
It may have been driven by an FMS in that case, which would be taking input
from INS, LORAN, DME, GPS, etc. What's your experience in those planes?
There is no way to get direc
Curtis L. Olson wrote:
I would recommend using even smaller sized textures if you can.
Right -- keep it to 64x64 or 64x32 whenever possible. There will be some
special cases (such as the Statue of Liberty or Big Ben) where we want a
more detailed texture, so going light on other buildings saves
Paul Surgeon wrote:
A corridor 100 km wide between Chicago (Illinois) and London (UK) (6378 km)
would require about 311 GB of storage space using S3TC compression with a
texture resolution of 1 meter/pixel.
Probably half, that, actually, since a lot of the trip is over ocean.
All the best,
Dav
Innis Cunningham wrote:
There is no way to get directional information to a VOR; instruments
like an RMI have to fake it by comparing the current radial (which can
already be very different from the magnetic [or in the north, true]
bearing from the station).
Without looking up my notes I would
Curtis L. Olson wrote:
As I understand it, the VOR needle swings right and left. If you beyond
(10?) degrees of the selected radial, the needle will always stay pegged
to one side. The needle will move if you are within (10?) degrees of
the selected and it will show you which side you are on and
Curtis L. Olson wrote:
Nope, it turns out that bathrooms are typically only on things like
737's and DC-9's and stuff.
Smaller planes have them as well -- on small business jets and turboprops,
one of the seats cushions often lifts up to reveal a small toilet, with a
curtain that you can pull ar
Seamus Thomas Carroll wrote:
The reasone I would like to know is given an altidude above the ground and
a picture taken at that altitude I would like to know how much ground the
picture covers.
It's controlled by a property, but I find that usually 8-12 degrees down is
realistic for most of our
[EMAIL PROTECTED] wrote:
1. The trim wheel looks in AC3D like this:
http://home.arcor.de/iljamod/object_in_ac3d.jpg, but in FlightGear it is just an ugly
object: http://home.arcor.de/iljamod/dc3-throttle-bug.jpg
The orange mixture stick doesn’t look correct too.
That's a plib bug -- any vertic
Paul Surgeon wrote:
Is the "Select airport from list" menu item supposed to work?
I get a segmentation fault everytime I try using it.
The list works, but warping to a different airport doesn't. I usually end
up with a plane flipped upside-down.
All the best,
David
___
Does anyone know if it's possible for a Garmin GPS to take its position
information from external NMEA input, rather than just broadcasting the
position as NMEA output? I wanted to experiment with using my (brand-new)
Garmin 196 slaved to FlightGear, but I have not had much luck yet. This
wor
Jon Stockill wrote:
Have you tried it in demo mode? In that mode it doesn't use any input from
the receiver, and it's actually possible to set the position moving using
the arrow keys on the map screen - if there's any mode likely to take
input from NMEA then this will be the one.
I tried it in si
I flew down to Philadelphia from Ottawa today, though unbelievably
favourable conditions: the trip is almost due N->S, and since the low that
dumped all the snow has moved east, I had ferocious tailwinds at altitude
from the retreating side of the system. I throttled back to 65% power (and
som
Jonathan Richards wrote:
Interesting - I don't often see two (purportedly) equivalent pieces of code
together like that. I put both examples into files: the python is 668 bytes,
whereas the perl is 1074. Is python really that much more terse than perl,
or is it an artefact of the translation?
Curtis L. Olson wrote:
I don't think there are hard and fast rules for this. Ultimately real
people spend real time and real money installing real lights. So a
lot of times, smaller airports with smaller budgets have no taxiway
lighting at all. KDEN has all it's taxiways very well lit, and has
Curtis L. Olson wrote:
Possibly, but from what I've heard, the main reason for centreline lighting
on runways is to support Cat II and III ILS approaches (down to a 50 ft
ceiling); probably, the same applies to taxiway lighting, since you'll have
ground ops in *extremely* low visibility.
I was a
David Luff wrote:
How about aprons? Most of the airports already done have edge (and center)
lighting defined for pretty much everything, including the aprons. I'm
assuming that small fields won't have that, but larger commercial fields?
That probably depends as much on the apron as the airport
[EMAIL PROTECTED] wrote:
The result is this aircraft TODO list, i suggest adding this file to cvs
in the data/Aircraft directory, so that new entrys or old entrys can easily
be removed in this file when an aircraft gets upgraded.
Thank you, but instead of adding this to the CVS (so that you always
I flew back to Ottawa (CYOW) from Philadelphia (KPHL) today, against a
strong heading (ground speed was 95-105 kt for a true airspeed of about 126
kt). I climbed up to 10,000 ft to stay above all the lake-effect weather in
Upstate NY, and ended up with a nice, sunny, 3.5-hour flight home.
To k
Jon Berndt wrote:
This story will warm your heart ;-)
"A DC-3 flies the northern skies"
http://msnbc.msn.com/id/3660452/
I just took a quick glance, but haven't read the story yet. Last I heard,
those guys were operating three DC-3's out of Yellowknife. Plane fans love
them (of course), but
Manuel Bessler wrote:
A while ago, I read something from the M$FS side of things about
outputting GPS data from the sim to a GPS unit.
Here's a link:
http://forums.avsim.net/dcboard.php?az=show_topic&forum=142&topic_id=5559&mesg_id=5559&page=5
Mentioned was the "Garmin GPSMap 196".
Thanks. It loo
Matevz Jekovec wrote:
Yes, I agree with that. Water towers are awfully wierd for Europe:). A
good example of non-appropriate buildings are catholic churches in the
Middle east, high concentration of block of flats and skyscrapers, but
no suberbs in India and China etc.
In my opinion, we should
Martin Spott wrote:
What would be *very* cool would be to constrain the roads to stay on dry
land and off airport property, but that would be significantly more work.
Hmmm, I'm shure there are several cases where roads go below the
runway. Amsterdam Schiphol is a popular example,
Long Beach is an
Matthew Law wrote:
That sounds about right for a 152. Maybe David can tell you how much throw is
> available on his aircraft?
This is going to sound stupid, but I'm not sure. I think of the rudder
pedals in terms of pressure rather than movement -- to get that in a
simulator cockpit, you'll
Alan King wrote:
Just a spring return to give some general feedback is all I'm planning
for now. Main use on a simulator is simply to seperate the controls to
the correct actions, don't see much point in going beyond that short of
doing a full cockpit simulation of a particular type, which i
Paul Surgeon wrote:
BTW : I've seen some MSFS scenery that had street lights along a major road -
it looked incredibly real and is a great navaid at night.
In real life I don't find it all that useful. The places that major streets
tend to be lit are the places that everything else around is st
Cameron Moore wrote:
One question though. I mentioned trying to line up with a fuel tanker
and how the delayed movement was throwing me off. My guess is that this
behavior was due to slow control surface movements. My question is if
JSBSim simulates control surface movement speeds (excluding th
David Luff wrote:
TaxiDraw-0.1.1 is now available from:
http://www.nottingham.ac.uk/~eazdluf/TaxiDraw-0p1p1-w32bin.zip
Windows binary [383K]
and
http://www.nottingham.ac.uk/~eazdluf/TaxiDraw-0p1p1-src.tar.gz
Source [85K], requires wxWindows to compile (wxGTK-dev on Linux).
Excellent. I think th
Tony Peden wrote:
Airliners aren't that sluggish ... the flare is initiated below 50 ft
AGL and that is definitely over the runway.
I guess that brings us back to the old discussion about round-out vs. flare
(U.S. books seem to distinguish the two). The jets are are nose-high and
slowing about
Andy Ross wrote:
I noticed that the ADF frequencies displayed no longer agree with the
Equipment>Radios pull-down menues. [...]
I don't think so. I've only modified the keyboard and joystick
bindings so far; the radio stuff lives in the GUI dialogs and
panel/instrument definitions.
No, it's my f
Matthew Law wrote:
According to the ICAO, all ATC comms should be in English. Quite rightly however,
> most controllers use their native tongue unless talking to international
flights.
Actually, I think that's a serious problem. One of the benefits of using a
common ATC frequency (instead of
David Luff wrote:
Thanks! To be honest, the need for a webpage with a tutorial on it had crossed my mind,
> and I've fired up Quanta and started. Trying to write a tutorial and
some instructions
> have made clear to me just how hard it is to write good documentation
though - getting
> somethin
I've just checked in some changes to DC-3 gear configuration, and ground
handling should be a bit more reasonable: the plane isn't quite as bouncy,
and the main gear no longer compresses up to 1 m (!!!). I can now manage
wheel landings, which the old gear configuration wouldn't allow, though I
Matthew Law wrote:
I agree with you totally. My sentiment was that there have also been many
> accidents caused by ATC talking in a foreign language (English) to another
> pilot who also doesn't speak English as a first language.
That can often be a problem between a controller and pilot who *do*
Martin Spott wrote:
Do you have to pass an exam on the north American continent for
operating the radio ? In Germay we have to own the "Restricted Flight
Radiotelephone Operator's Certificate" (this is _not_ my translation,
it's printed on the certificate itself :-) _before_ you are allowed
to e
Jon Stockill wrote:
Yeah, fantastic - I've just had chance to try it out - it looks great, and
really shows up how bad my flying is :-)
It might not be as bad as you think -- following a VASIS (or a glidescope)
gives an awfully low approach for a small plane.
All the best,
David
__
Victoria Welch wrote:
I've been burried here lately and haven't had a chance to try
someplace else yet, but is there no glideslope on the ils there or
do I have a problem? The glide slope indicator never uncages -
just stays centered (c172, C310).
I have heard of places only having a locali
Hof Markus wrote:
IMHO this could not be right!
Example: you fly a turn at low bank angle lets say 5°, so you will need no
(or very less) aileron to hold the bank. (aileron = 0)
but at 5° Bank you have to use rudder to fly a correct(!) turn, and
rudder=aileron/ 2 = 0/2 = 0 != rudder needed.
As soo
Matthew Law wrote:
So maybe the problem could be with the FDM representing the wrong adverse yaw amount
> for that aircraft?
As someone else mentioned, it's simply a matter of implementing a yaw-damper
in the autopilot -- think of it as a device that keeps adjusting the rudder
automatically to
Hof Markus wrote:
It depends on A/C aerodynamics wheter the plane starts to turn w/ bank angle
!= 0 or not.
Usually the plane does not, so FCPC is mixing some rudder to make the plane
turn.
Which force would else make the plane turn? And I'm sure Bank Angle does
not, may help a little bit.
In fact
John Wojnaroski wrote:
Believe it or not, what makes an airplane turn is LIFT... think about it.
Same thing -- one wing develops more lift than the other, the plane banks
and wants to slip sideways, but as it does the horizontal stabilizer
develops (sideways) lift and swings the nose around int
Andy Ross wrote:
An aircraft held in a level sideslip will turn, for
example, due to the side forces caused by the slip, no wing lift need
be involved.
In the planes I've flown -- admittedly not a wide range of types -- holding
rudder generally induces a bank before there's a significant change i
Melchior FRANZ wrote:
And BTW: I know that airport lighting can't easily be implemented
in a similar way. Still, turning off all the taxiway lights when
looking from further away might be desirable. :-)
Actually, if you're approaching a runway from about 90 degrees, it's the
taxiway lights that y
Curtis L. Olson wrote:
Yes, it's a subtle effect and you may not notice it unless you are
looking for it specifically, but all runway lighting in FlightGear is
directional. In other words the lights are brightest when viewed along
the direction they are pointing and dim out as you move perpend
Jon Stockill wrote:
US developers/users need to be careful - you'll be marked as terrorists.
http://www.theregister.co.uk/content/28/34776.html
The sad part is not the anti-aviation hysteria, bad as it is, but the idea
of a government that encourages citizens to spy on each other and report
rou
JD Fenech wrote:
This is pretty sad.
It's times like this when I start to consider relocating to Canadia to
find a job and live there, much as I bash on it (jokingly, of course; it
really wouldn't do to be bashing our 51st state).
Here's a local (New England) version of the same story, with det
Andy Ross wrote:
I just commited a turbulence model that I wrote over the vacation. It
seems to work pretty well, but I'd be curious to see what other people
think. Tuning it is more subjective than I had expected.
Thank you for doing this. I gave the turbulence a test drive with these
command
Victoria Welch wrote:
I'm thinking I want to get into building panels for FG aircraft.
Either I am missing it or the tools for the job are vi, gimp, an
XML reference and all the FG header files ?!?
Actually, the preferred method would be Blender/AC3D, GIMP, and vi/emacs --
panel instruments
Innis Cunningham wrote:
I could not write two lines of C code to save myself but I found the
XML files quite easy to learn.The main thing to remember with XML is
cut and paste is your greatest friend.You can throw a panel together
quite quickly if you know what code blocks to use.
That's good to h
Innis Cunningham wrote:
panel instruments made as proper 3D objects are the way
At the risk of getting into trouble I would ask why. Nearly all
instruments in an A/C are presented as 2D the only real 3D
instrument I can think of is the AH ball and with the introduction
of the glass cockpit even t
Innis Cunningham wrote:
Either way, you're building a 3D object, and the level of difficulty
is about the same -- you can just as easily stack and animate 2D
textures using our 3D animation code. The 2D code is a legacy thing
that it would be nice to dump, eventually.
I would have thought th
Paul Surgeon wrote:
1. I need an easy way of zooming in and out (scroll wheel?) so that the labels
can be read and instruments adjusted.
For a while, I had "+", "-", and "=" assigned to that, with "=" snapping
back to the default zoom. I think someone else changed it.
I'd be reluctant to use t
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