Zitat von »"Scott - A2A"«

We're putting a new update beta into testing today and if all is OK, may put it out here for anyone to try.

Simulated Elevator Force
During development and through the heavy flight testing of the Cessna 172R, we started to identify differences between the actual yoke movements in the aircraft and how flight simmers interpret their own controller movements. Now with the masses weighing in, we've narrowed this down to two distinctly different camps defined as "Pressure flyers" and "Deflection flyers." Pressure flyers respond to stick spring pressure, while deflection flyers respond to stick deflection and this interpretation happens somewhere between the hand and the brain. My own personal experience on this is, I used to be a pressure flyer, but with the steady activity flying different aircraft types I've slowly become a deflection flyer. However, we've seen even active pilots that fly flight simulation, fall into either of these camps and anywhere in between. Here at A2A, we've always said "we believe in options." We always want the customer to be king in determining what is right for them and this is largely what this update has been about - our responding to customer needs and wishes. We think / hope we created a bridge for both camps and everyone in between, below.

There is a new slider in the CONTROLS menu (SHIFT-3) called the "Simulated elevator force" scalar which the user can adjust the elevator sensitivity based on the simulated forces on the yoke. A value of 0 is the current setup for deflection flyers, and pressure flyers can move the scalar up to fit their needs. This would give full elevator authority at slower speeds, yet allow those who find it too sensitive on their controllers to adjust to their personal preferences.

Brake axis and taxiing
Some have reported being "stuck" on the ground while taxiing on different surfaces. Our research and testing has determined that there isn't a single source to this, but several. One has been some controllers not fully releasing the brakes. Another is how FSX manages differential braking. We took Cessna 172R "35 Hotel" up yesterday to dig deeper into this area, installing three cameras with one fixed on the rudder pedals. We then adjusted how the controllers interpret FSX and will be testing this today.


New Accu-Sim Torque and P-factor Physics
We removed all FSX torque and p-factor and replaced it with new physics in Accu-Sim. This is an all-new system and is still in progress, but so far what we see is a significant improvement over what we've seen in FSX.

Also, our Accu-Sim C172 Trainer has ignited the FSX community more than we have ever experienced. We welcome the new members to our Accu-Sim family.

Scott.

Zitat von »"Scott - A2A"«

[size=150]Accu-Sim C172 Trainer Update v.1.01[/size]
We've made an update available to anyone who wishes to try it, namely those with random missing VC clickspots and others with some controller sensitivity difficulties.


Changes from v.1.0 to v.1.01
[size=120]Fixes / Improvements[/size]
- Random missing VC Clickspot fix
- Adjusted rudder and toe brake coordination behavior. Flight tested against Cessna 172R N3535H.

[size=120]New Features[/size] (in testing)
- Simulated Elevator Force Slider
During development and through the heavy flight testing of the Cessna 172R, we started to identify differences between the actual yoke movements in the aircraft and how flight simmers interpret their own controller movements. Now with the masses weighing in, we've narrowed this down to two distinctly different camps defined as "Pressure flyers" and "Deflection flyers." Pressure flyers respond to stick spring pressure, while deflection flyers respond to stick deflection and this interpretation happens somewhere between the hand and the brain. My own personal experience on this is, I used to be a pressure flyer, but with the steady activity flying different aircraft types I've slowly become a deflection flyer. However, we've seen even active pilots that fly flight simulation, fall into either of these camps and anywhere in between. Here at A2A, we've always said "we believe in options." We always want the customer to be king in determining what is right for them and this is largely what this update has been about - our responding to customer needs and wishes. We think / hope we created a bridge for both camps and everyone in between, below.

There is a new slider in the lower left corner of the CONTROLS menu (SHIFT-3) called the "Simulated elevator force" slider (will be labelled later) which the user can adjust the elevator sensitivity based on the simulated forces on the yoke. A value of 0 is the current setup for deflection flyers, and pressure flyers can move the scalar up to fit their needs. This would give full elevator authority at slower speeds, yet allow those who find it too sensitive on their controllers to adjust to their personal preferences.


- New Accu-Sim Torque and P-factor Physics
We removed all FSX torque and p-factor and replaced it with new physics in Accu-Sim. This is an all-new system and is still in progress, but so far what we see is a significant improvement over what we've seen in FSX.


- Created elevator ground effect and additional physics
Accu-Sim models the forces of air over the elevator, allowing for fine control during landing flare and soft field operations. Try pulling the elevator back prior to your takeoff run and feel how the nose comes up earlier in your takeoff run.


- Brake axis and taxiing
Some have reported being "stuck" on the ground while taxiing on different surfaces. Our research and testing has determined that there isn't a single source to this, but several. One has been some controllers not fully releasing the brakes. Another is how FSX manages differential braking. We took Cessna 172R "35 Hotel" up twice since in recent days to dig deeper into this area, installing three cameras with one fixed on the rudder pedals. We then adjusted how the controllers interpret FSX and tuned accordingly.





Additional detailed change log
[size=120]Controllers[/size]
- Blocked mouse wheel on the radiostack and gps units
- Keyboard controls for ailerons, elevator, rudder
- Handling FSUIPC controls for flaps, starter, mixture and fuel selector
- Axis control for flaps


[size=120]Avionics[/size]
- The avionics electric power bool depends on the avionics bus voltage also. No power under 12V
- Switched GNS530 to the first COM
- Changed RXP avionics suite. Com2 instead of Com1, removed Com1 added DME to GNS 430 option
- Autopilot uses altimeter #2
- Autopilot REV mode fixed
- Tuned vertical autopilot to reduce occasional oscillations
- Fixed audio selector panel
- Darker default GPS screens


[size=120]Misc[/size]
- Reduced the lateral weight of the passengers
- Massive plugs a little more resistant to fouling
- Few minor fixes on the textures
- Hypoxia moved 2k feet up (14.5k)
- Damaged vacuum pump now triggers "check engine"
- Slight CoG adjustments and Landing gear strut behavior changes (special thanks to Alex Metzger)
- More cockpit items and configurations saved with aircraft
- Fixed prop hub in VC view
- Reducing MP server flooding
- Fix to right door for SP2 users
- Fixed tooltip of left doors handle
- New landing lights beam logic
- Fixed altimeter pressure scale in hPa
- Faster Accu-Sim to FSX interface
- Maintenance hangar will give more detailed reports if fouled plugs are found


[size=120]DOWNLOAD[/size]:
http://www.a2asimulations.com/downloads/…pdate_v1.01.zip

NOTE:
This is an update only for the Accu-Sim C172 Trainer and should be applied LAST, after any core Accu-Sim updates. These changes will eventually be moved into the next Accu-Sim core update.

Zitat von »Scotty«

Ein älterer Herr,hat da mal ne Frage:Wo kann ich sehen,welche Version ich habe,sprich welche Updates brauche ich noch??

Scott

Zitat von »Scotty«

Danke Dir Pio!!

Was sind denn diese Accu Sim "cores"??

Scott