lnuss

I concur with Mark- that's the signature of a software problem, not hardware. Since you had been running the program for years without the problem, it appears that something in your software got changed or corrupted. So as other mention above, more info is needed so you need to make copious notes about exactly what happens when -- even the most trivial detail might be important.

The web shows there's still one in Miami, FL, too. https://www.94miami.com/

I'm not sure- that's over 20 years ago, and I can't quite tell from the picture. It certainly is similar in appearance but there are a few others that look similar and I don't have all the details memorized.

Is that the current name of the one above the Jet Center? If so I've flown in there a couple of times, though it's been over 20 years ago.

A couple of times- food was pretty good, decor was great and plane watching was decent. For others who don't know, the 94th Aero Squadron was a nice restaurant at Denver's Stapleton Airport (since replaced by Denver International), with an excellent view of runways. There are some others, too, at least in San Diego and Miami. Another place I enjoyed (not quite so fancy and it's been over 20 years now) was the restaurant at the Greely, CO airport- used to fly in occasionally for breakfast (yummy breakfast burritos) or lunch (wonderful big, juicy hamburgers), with a nice view of the airport. Below is the L-21 (military version of Super Cub) I had back then at Greeley- the tower looking thing housed the restaurant -- Greeley didn't have a control tower. In the 3rd pic you can see we're not the only ones there for breakfast. In the 4th pic we're turning base to final for GXY's runway 09 (now 10 because of magvar shift).

Paul certainly has had a wonderful website for many years now- he does a great job. I might suggest to developers who build FS airports that they submit to Paul any information that they find in other research, too, whether Paul has it listed (yet) or not. He always welcomes additional information about his listed fields, as well as about new listings.

According to this site: https://gsplanestuff.com/products/telex-a-610-and-mrb-600-headset-technical-data-sheet-circa-1976 the data sheet for the MRB-600 was circa 1976. With a carbon mic, that's quite a likely time frame, perhaps near the end of carbon mics before the electrets, etc. were more common.

As Phrog asked, what model- they made a lot of them. I still have one of their active noise canceling units from the '90s, model ANR-1D, an excellent unit I bought when I still owned a Cub. And as Phrog also indicated, they don't tend to do changes of aircraft stuff on a model year basis (just like ham radio), rather the development costs are fairly high to make them acceptable to the FAA/FCC and the sales volumes are very low compared to normal consumer products, such that they make essentially the same product for many years, perhaps adding a new model once in a while, but nothing regular. If there's a data plate you can look at you might get a clue, but with the actual model number (including any prefix/suffix) it might be possible to determine a range of dates when that model was made.

Glad you found a solution, Bob. Hmmm...

Nice find Zippy- and for 9 Euros it's not a bank breaker either. And it's offset ILS seems to match the approach plates.

OK, one more thing. I just fired up FSX for the first time in years (I use P3D) and sitting on the ground when I tune 108.15 I get no morse ID on that freq, no needle movement slewing side to side (should move with the aircraft that close to the localizer) and no other indication of any kind. Even the built in map doesn't show any indication of an ILS at that airport. So my conclusion is that the ILS was not installed at that airport in the roughly 2005 time frame (almost 20 years ago) when the FSX database was created. And it's certain that there are many, many other places and items that have changed in the last ~20 years, too, so it's unlikely that many approach charts are accurate today for FSX- real world changes are posted on NOTAMS and the changes on charts are reissued (in the US, at least) every 56 days. So perhaps you could find an add-on scenery that contains that ILS, but otherwise that particular one isn't available to you. You can fly other airports, however, and still get some valuable practice.

You didn't mention a problem in your first post about locking onto the localizer, only about the DME not registering a distance. Not locking onto the localizer indicates that you cannot get a left/right needle indication and cannot navigate using the localizer at all. Or perhaps you are thinking of them a bit differently than what is there. In real life the DME is a separate device, copied from the military TACAN (Tactical Navigation) and is even on a different frequency band, than the VOR/ILS of NAV radios, so it has a separate receiver for the DME. But the DME receiver receives tuning information from the NAV radio and the design is such that the TACAN channel for the DME is slaved to the various VOR and DME frequencies, such that for i-LYDD the DME tunes to Channel 18Y. The only reason I'm bringing this up is to be sure that we don't have a confusion in our communications. In the Radios section of the aircraft.cfg there are parameters you can choose. The Carenado Baron 58 has this: //------------------------------------------------------------- [Radios] // Radio Type=available, standby frequency, has glide slope Audio.1 = 1 Com.1 = 1, 1 Com.2 = 1, 1 Nav.1 = 1, 1, 1 Nav.2 = 1, 1, 1 Adf.1 = 1 Transponder.1 = 1 Marker.1 = 1 and its ILS/DME works fine. Note the Radio Type help for the three fields behind the comment (comment is depicted by // before it). If the problem is consistent across several aircraft it may be an error in the scenery design, so if it's an add-on scenery temporarily disable that scenery and see if the problem persists.

Yes it does- in fact one of the charts uses a DME arc, as the OP mentioned. Lots of info, including approach plates, here: https://airwaymap.com/airport/EGMD/charts Bob, have you tried setting DET (117.30) on Nav 1 then select R1 on the DME to see what happens, or setting Nav 2 to LYDD ILS (108.15) and DME to R2? Doing both should tell you whether the NAV 1 connection to DME is working properly. And have you tried an ILS/DME at another airport with both NAVs? For that matter, have you tried setting a VORTAC or VOR/DME into NAV 1 to see if the DME works? If NAV 1's connection to DME doesn't work in any of the above, the problem might be in the aircraft.cfg file in the radio section. You don't mention which aircraft you're using- perhaps try a different aircraft. Get back to us after the above troubleshooting is done if that doesn't help you solve the problem.

Thanks Charlie. Perhaps I should have made it a capital L when I created that screen name, since so many seem to see it as a capital I rather than the lowercase l, but after 25+ years I've long since gotten used to it. But typefaces in use are as much to blame as anything.

If you look back, PP posted a link, but not to Wayback. Zippy posted a link to Wayback- easy to get careless in which link is which...

In fsx/effects, there are several files beginning with fx_snow, so it may be fx_snowspray.fx. I'd suggest that, rather than removing any files, that you rename it/them to something like fx_snowspray.fx.save, so that if you ever want to restore that you will have it.

Is that snow on the ground in the background and foreground? If so, that may be the tires kicking up snow, not touchdown smoke.

You may need to reorder the library entries, moving the ADE airport sceneries to a higher level.

I wasn't trying to advocate an overhead approach for you (I would discourage it at this time), only trying to point out that the extra long final approach legs are not necessary and just using that approach as an example. When you're in the pattern at an uncontrolled field, you basically just make a larger version of the pattern you use with a Cessna, but you don't have to extend the downwind to 5 miles, perhaps a couple of miles to start with and practice until you can shrink that a bit. I know nothing about the "Xtreme Prototypes' Learjet 25" nor do I have a Learjet on my system. As I say above, just do a larger version of the Cessna pattern with a wider downwind, putting your gear down early for extra drag to aid in speed control and to get rid of your warning horn. Your problem isn't aircraft specific, unless they have a lousy set of flight characteristics for that particular version -- it's going to much the same for any bizjet or for a trainer such as the T-37 or the L-29, with mild variations depending on the specific aircraft.

There are many other places that will allow that, too, traffic permitting, including the former Jefferson County, now Rocky Mountain Metropolitan near Denver.

None of those videos you showed discussed the unmoving spot, though in the first one** you can see that, when they get to the runway (without mentioning the spot) that the VASI lights are approximately unmoving, and everything else is either moving up or down, and you seemed a little vague on your answer. Note that he comes down final a little to the right of the centerline until he finally lines up in the flare. This "sight picture" is extremely important for each aircraft -usually a little different for each type, as well as a change in the sight picture as you change airspeed or flaps. But regardless, once you've identified the unmoving spot and mastered using it, you'll reach the point where you just automatically recognize whether you're high or low and how to correct for it to reach the intended spot, rarely needing to consciously think about it- but that's only after enough practice using that spot. So just in case you're still not quite sure about seeing that spot, I'll reiterate what I said above; And as for the overhead approach that I mentioned, if you've ever been to an airshow with the Thunderbirds or Blue Angels or other demonstration teams, you've seen the jets come overhead, then one by one make a right or left break (always away from the audience) to a downwind, the a (often) circular base leg, then to final approach. That's what I mean by the longer finals being unneeded when in the pattern. BTW, this link lets you see a diagram and explanation of the overhead approach: https://www.cfinotebook.net/notebook/aircraft-operations/approaches/overhead-approach-maneuver It's far from a military only maneuver, though, and many people use it when appropriate, usually in getting a formation to land close together. ==================================================== ** I love the comment by the narrator in that first video that we teach people to land by teaching them not to land. Hold it 6" off the ground and let the aircraft decide when to touch is really a great way to look at it, for the actual flare and touchdown, but that doesn't help you judge how to get the aircraft to that point.

1000 feet AGL is too low for 5 miles out under most conditions, and that's much further than should be needed for the final approach leg if you are VFR trying to fly the traffic pattern. That aural alert may well be the landing gear warning, which is easily silenced by slowing to gear speed and dropping the gear, since more power is needed withe the extra drag from gear and flaps. Did you ever watch a fighter plane doing an overhead approach? How long was their final approach leg? They've long since mastered the "unmoving" spot in the windshield, among other things. OK, but did you learn to see your approach path? Did you learn to gauge where the spot is on the runway that, during descent, doesn't move up or down in the windshield with a steady, stabilized approach at a constant airspeed and rate of descent? That is the key to judging your approach path under various conditions, and can allow you to not have to do things by rote, but rather to use judgement of changing conditions to still allow you to touch down where and when you want. If you've not mastered that (and you didn't say), then go back to the Cessna and learn it and learn small, gentle corrections. There is a reason that we flight instructors teach some of these very basic things (and this IS basic) and ensure that the students master them.

Or maybe it's too much? That's a loooonngg final, and 1,000 AGL is awfully low for that far out. With a wide downwind and a turn on base around a mile or so beyond the numbers (probably a bit further at first), if you're at a reasonable approach speed, then you need to learn to see your approach path while on final -- this can certainly be practiced by being maybe 1500 to 2000 ft AGL at 4 or 5 miles, then looking at the numbers of the runway to discover the one spot on the runway that stays at the same spot on the windshield during descent, that is, the spot that doesn't move up or move down in the windshield. Learning to see this is very important. It will take practice, and more practice. However I think it would be best if you learn that technique in a light aircraft (Cessna or such) at much slower speeds until you can do it almost without thinking, then gradually move up in speed and complexity of aircraft. You can even slew out a mile or so from the runway at 800-1000 ft AGL and hold your 70 or 80 kts (in a Cessna) all the way down final while learning to judge that spot- any other spot will be moving up or down in the windshield, so at first pick out the one that is stationary on a spot in the windshield (that's the spot you'd hit if you do nothing) and adjust your descent (power a little up or a little down) until the spot remaining still is where you want to land -- actually where you want to start your flare -- and practice will let you adjust it until you get what you want. But first you have to learn to identify that spot. Of course you also must be very gentle on the controls, making gentle corrections -- correct in too much of a hurry, or corrections that are too large will leave you behind the aircraft, and frustrate you badly. If this doesn't make much sense to you yet, get in a Cessna at 1,000 AGL a mile out and at 70-80 kts (depending on the Cessna) with half flaps, and just set up a 300-400 foot per minute descent, keeping airspeed and rate of descent steady (don't chase the rate of climb gauge, though -- it lags) and look carefully at the runway to identify the spot that doesn't move up or down in the windshield. Hope this helps...

It's been a long time since I messed with that part of it, but I think I use FSUIPC to properly map the buttons.

I can't recall a single car I've ever had that can go 500-600 miles on a single tank of gas. Where does your "average" come from? Generally I've seen 300-400 miles with some reserve before fillup. The cars with better mileage also had smaller fuel tanks.