Frequently Asked Questions
Installing & Running PS1.3
1.006 Why are the fonts distorted on my Dell Latitude Laptop?
1.010 PLOTTER FULL message in outside window -- what’s this?
1.011 Why are some of the blue airport symbols missing on the ND?
1.012 Why does the simulator reject my entries in the Weather menu?
1.013 Windows XP -- How can I install PS1.3 under Windows XP?
747-400 Operations
2.002 What are the criteria for a rejected takeoff (RTO) at V1?
2.003 Reversers run with Bleed Air switch OFF? (CF6 & no overheat)
2.005 What is a "pack"?
2.006 Why is there a reversed aileron response at high Mach numbers?
2.008 Will the autothrottle automatically disengage during the flare?
Installing & Running PS1.3
1.001 Which soundcards are compatible with PS1.3?
PS1.3 contains over 1800 different sound files to produce the various cockpit alert sounds, some switches, levers and servo motor sounds, the instructor’s voice in the videos, all the ATC messages from different controllers,
ATIS sounds, and the various copilot voices for the checklists and call-outs. All these sounds work under MS-DOS, Win95 and Win98 with any Sound Blaster compatible sound card.
Additionally, Precision Simulator allows the
user to enable a continuous background noise consisting of 90% wind noise and about 10% engine noise (like on the real 747 flight deck). However, this continuous background sound loop does not work with all sound cards. The
following list shows which of the most popular sound cards can produce this extra sound loop. Please note that in some cases it’s important to have the correct sound driver installed. Sound drivers can be downloaded from the
web sites of the respective sound card manufacturers. Also, the settings in PS1.3 should always be: DMA 1, IRQ 5 (or 7), 220h. This can be adjusted by starting the simulator with the command 747 S when in pure
MSDOS mode, or with the command PS S in the Windows MSDOS box. Although the printer may be on the same IRQ, there is no conflict.
Sound cards that are able to play continuous background sound:
Creative Sound Blaster 16
Driver: no specific
Creative Sound Blaster 16 PnP
Driver: no specific
Creative Sound Blaster 16 VIBRA
Driver: no specific
Creative Sound Blaster AWE 32
Driver: no specific
Creative Sound Blaster AWE 64
Driver: no specific
Creative Sound Blaster 16 PCI
Driver: Creative, 3 NOV 99
Creative Sound Blaster Live! Platinum
Driver: Creative, 26 AUG 99 (SB16 emulation and SBEINIT.COM running)
Creative Sound Blaster Live! Value
Driver: Creative, 26 AUG 99
Creative Sound Blaster PCI 64D (on motherboard Gateway 2000)
Driver: Download the latest drivers for Gateway computers or Win98 generally.
Creative Sound Blaster PCI 128D
Driver: 4.06.1167, 30 AUG 99
Creative Sound Blaster PCI 128
Driver: no specific
Advanced Gravis Ultrasound PnP Pro
Driver: Advanced Gravis, 10 SEP 97 (IWSBOS emulator running)
Terratec SoundSystem Base 1 PnP
Driver: no specific
Crystal SoundFusion
Drivers: Crystal, 4 SEP 99
TB Malibu 64 PCI
Driver: no specific
TB Montego
Driver: no specific
Monster MX300
Driver: no specific
AOpen AW744 Pro (Yamaha YMF744 PCI)
Driver: Yamaha_DSXG_Driver, 26 JAN 2000
Sound cards that are NOT able to play continuous background sound:
Yamaha OPL, ESS Solo, SB2, SBPro (although the title “Pro” suggests an advanced sound chip, the SBPro - developed in 1990 - is just the successor of the old SB2).
Sound Blaster PCI64 (without the
"V" or "D" extension, see PCI64V and PCI64D in the first list above). This card is using the old Ensoniq AudioPCI3000 chip rather than a genuine Sound Blaster chip.
Please note that the other 1800+
sound files are working correctly with all these sound cards.
1.002 Which joysticks are recommended?
PS1.3 is designed for “analog” joysticks connected to the computer by an analog IBM compatible game port (Note: PS1.3 can also be controlled using the PC keyboard if a joystick is not available).
“Digital” USB joysticks work
with PS1.3 only if a special driver is installed that emulates an analog signal for DOS programs. Please check the web sites or the disks of the USB joystick manufacturer for such emulation drivers. Note: Some emulation drivers
are faulty and provide only a very poor rudder and throttle signal resolution. In some cases, however (e.g. Thrustmaster), it is possible to assign the joystick throttles to the throttle keyboard commands of PS1.3, which
provide a very accurate manual thrust control.
.
1.003 How can I get rid of a “File Read Error”?
Some customers reported a “File Read Error” message after installing and running PS1.3. The error has not been completely isolated, yet. However, it is obvious that the error lies in the PS1.3 installation program, respectively in the Windows file system. The customers reported that this error does not occur if the simulator is installed in the default directory named C:\PS13 - or if the simulator is installed on another hard disk partition.
1.004 Why are some sounds cut or clicking?
If there’s not enough “conventional memory” available to load a complete sound file, the sound file will be cut at the end and may cause a clicking noise. For that reason the sound memory should be greater than 35 kB. How to check the size of the sound memory is described in page 27 of the PS1.3 Manual. The sound memory can be increased by optimizing the “conventional memory”. This is described in the next section under 1.005.
1.005 How can I increase my conventional memory?
If PS1.3 cannot be started or if some sounds are cut and clicking, there’s not enough “conventional memory” free. Please note that the so-called “conventional memory” has nothing to do with the total RAM available on the
computer. It doesn’t matter whether there are 64 MB, 128 MB or more RAM available - the “conventional memory” is a separate part of the entire RAM. It’s a specific memory block smaller than 1 MB. To check how much “conventional
memory” is available for executeable programs just type MEM at the MSDOS prompt and press Enter. A list will be displayed in your language.
There are several options to increase the “conventional memory”:
1. Option:
If you’re running PS1.3 in pure MSDOS mode, try running PS1.3 in a Windows MSDOS box. Windows should optimize the memory settings in the MSDOS box automatically. Refer also to section 1.009 on this page.
2. Option:
Use your Windows File Search function and look for a program called MEMMAKER.EXE from Microsoft. If you can’t find it on your hard disk you will find it on your Windows CDROM. When this program is found
and displayed in your search results, double-click on MEMMAKER.EXE. The program is self-explanatory. Follow the instructions on the screen. The program is designed to optimize your “conventional memory” automatically.
3. Option:
Open the file CONFIG.SYS with a text editor (e.g. with “Notepad”) and insert the following three lines at the TOP of the file:
DEVICE=C:\WINDOWS\HIMEM.SYS
DEVICE=C:\WINDOWS\EMM386.EXE 8192 RAM
DOS=HIGH,UMB
Save the file and reboot the computer.
1.006 Why are the fonts distorted on my Dell Latitude Laptop?
If your laptop LCD monitor is in full screen mode and the cockpit instruments and fonts look distorted, press the Fn and F7 key combination on your laptop keyboard. This will reset the screen to a sharp 1:1 resolution.
1.007 Can I enable sound in Windows NT / Windows 2000?
The sound routine in PS1.3 is not desgined for WindowsNT nor Windows2000. Nethertheless, it is possible to get sound under NT and 2000 by using third-party programs:
Windows2000 Installer for PS1.3 at http://www.ps1win2000.cjb.net
Demo of SoundFX NT 1.08 at http://maz-sound.com/misc.html
The creators of SoundFX at http://www.softsystem.co.uk
1.008 Can I run PS1.3 on Macintosh computers?
Although PS1.3 is not designed for Macintosh computers, Mac users reported PS1.3 runs perfectly using the “Virtual PC” emulator for Macintosh systems (tested on the Macintosh Powerbook G3 and other systems).
1.009 How can I create a PS1.3 icon on the Windows Desktop?
From the Aerowinx Forum, messsage by Dave Kelly:
“...
1) Right drag the PS.EXE file from your PS13 directory to the desktop and create a shortcut for the program. Make certain you click ‘create shortcut’ and DO NOT left
drag as it will move the file.
2) Right click on the new icon and click ‘properties’.
3) Click ‘program/advanced’ and check ‘suggest MS DOS mode as necessary’.
4) Click ‘memory’, set conventional memory to 'auto',
initial environment to 'auto', leave 'protected' unchecked.
5) Expanded EMS memory should be set to 'auto'.
6) Expanded XMS memory should be set to 'auto' and check the ‘uses HMA box’.
7) MS DOS protected mode should be set to 'auto'.
8) Under the screen tab click, under usage, click window and initial size ‘default’.
9) All boxes under window and performance should be checked. That should do it. PS1.3
should run perfectly under Win95/98 and there is no need for DOS mouse drivers or DOS sound drivers...”
1.010 PLOTTER FULL message in outside window -- what’s this?
This means the memory of the “Track Plotter” on the Instructor’s page is full. The memory of this plotter can store up to 20 hours of flight time. The remaining plotter memory can be viewed in hours:minutes on the blue FMC/CDU-SIMU page under the title “plotter free”. Empty the plotter memory by pressing the RESET key on the “Track Plotter” on the Instructor’s page.
1.011 Why are some of the blue airport symbols missing on the ND?
This is a design limitation of the “ARPT” display mode in Precision Simulator 1.3. Although the missing airports may be available in the database, they appear on the Navigation Display only when the actual distance to the aircraft is smaller than ca. 80 NM. This affects only the “ARPT” mode (blue circles). Enroute airport symbols and fix info symbols etc. have no such limitation.
1.012 Why does the simulator reject my entries in the Weather menu?
The option “External Data Link” is possibly turned on. Turn it off on the Instructor’s Page in the “Preferences” menu. If this is not the cause of the problem, please refer to page 23 of the PS1.3 Operations Manual.
1.013 Windows XP -- How can I install PS1.3 under Windows XP?
Please take a look at this page for detailed instructions and tips.
747-400 Operations
2.001 When does the thrust mode change from “CLB” to “CRZ”?
In some airlines the thrust limit mode automatically changes from “CLB” to “CRZ” when the cruise altitude is captured. In other airlines “CLB” remains active and changes to “CRZ” only when the VNAV DESCENT phase becomes active (in both cases VNAV must be engaged). This is a software option selected by maintenance personnel in the FMC-CDU on the flight deck. Go to the “MAINTENANCE INDEX” as described in page 152 of the PS1.3 Manual (the aircraft must be on the ground). Select “PERF FACTORS” and enter the code word “arm” in line 6R. Either enter “CRZ/” or “CLB/” in line 4R. Don’t forget the slash “/”. For FMC training only! Don’t modify this page on the real aircraft without directions from your airline!
2.002 What are the criteria for a rejected takeoff (RTO) at V1?
From the Aerowinx Forum, messsage by Doug Snow:
“...You also have to consider that crews nowadays are trained to abort at V1 for only the most critical items, and not for minor (tire vibration, etc) stuff. If a crew was going
to abort at V1 on a slick runway, they have already reduced their V1 speed to account for the slick runway - PLUS, if it is too slick, where the braking action is crap, fair, poor, or even a hair above nil, I know of no crew
member who'll chance a takeoff in those types of conditions. The rejected takeoff training that crews get nowadays trains them that, at 80 kts, they start thinking GO unless all hell breaks loose.
In all honesty, about the
only thing that could cause an abort right at V1 is engine probs. Keep in mind that crews now are of the mindset its better to takeoff, deal with the problem in the air, and return to the field where they have a full runway to
play with, and maybe a lower weight too with fuel dumping, then try to effect a max effort stop. With the RTO training aid training nowadays, the V1 abort for a strange vibration or noise just doesnt happen...”
2.003 Reversers run with Bleed Air switch OFF? (CF6 & no overheat)
From the Aerowinx Forum, messsage by Ian Riddell:
“...There are a number of valves which are closed when you push the overhead BLEED air switch (some with funny names such as HPSOV, PRV, and PRSOV). These three valves are
in-line and are in this order (from the engine). During Reverse Ops, however, the HP and PRV valves open automatically when the reverse levers are pulled up/back, to allow engine bleed to get to the reverser. Something
*similar* happens with the NAI system, too. Please note: the bleed system is smart enough to recognise an overheat, however, and will not open these valves if such a condition exists (or has existed, I think). Availability of
reversers is affected, however, if you shut down that particular engine completely. We (engineers) can run the reversers on the ground without running the engine, I'm glad to say, by using APU bleed air. We pull the start
switch for the engine concerned (and do a few other maintenance-type things) which allows bleed air to reverse flow through the main bleed air valve (PRSOV). This allows bleed air to reach the reverser system...”
2.004 How can I climb/descend to the next MCP altitude?
The airplane has captured your current MCP altitude and you now want to climb/descend to another MCP altitude:
If VNAV PTH or VNAV ALT is annunciated on the PFD: Just select the new MCP altitude and *PUSH* the round white
MCP altitude knob.
If ALT is annunciated on the PFD: Just select the new MCP altitude, then press either the "V/S" switch and select a vertical speed, or press the "FLCH" switch.
2.005 What is a "pack"?
From the Aerowinx Forum, messsage by Ian Riddell:
“...I'm not sure if the board is big enough to explain it from "A to Z", but there is a mini-tutorial here at the Message Board called "ElecPneu.zip"
(which I made about a year ago) which may help. Basically a pack is something which takes hot, pressurized air from the engines and cools it down for passenger use (i.e normal breathing). The air from all three packs is mixed
together and distributed throughout the cabin via lots of pipes. The air from the packs can be quite cool in some zones, so it is mixed with hot air from the pneumatic duct. This is known as Trim Air. Re the PACK switch: OFF is
OFF. ON is ON. (That's the easy part). Now the hard part:
All three packs are controlled by a computer (naturally). Actually there are two identical computers which control the packs but only one is used at a time. These are
called "PTC's" (Pack Temperature Controllers). From memory, the PTC in control is chosen randomly on aircraft power up. Usually the PTC will control all three packs at once. If the computer is having difficulty
controlling the valves and other bits and pieces of a particular pack, it transfers the responsibility of contol (of this particular pack) to the other computer, automatically. If it doesn't take over the responsibility
automatically, the pilot can select the good computer manually... This is done by moving the Pack Switch to either "A" or "B". If PTC A is in control for a particular flight, if the aircraft electrical power
is not completely disconnected from the aircraft during the stopover/transit, PTC B will take over control the packs on the next flight. Use the ECS synoptic on the lower EICAS to see which PTC is in control of each pack...”
2.006 Why is there a reversed aileron response at high Mach numbers?
From the Aerowinx Forum, messsage by Rich:
“...As an aircraft travels through the air, it creates shock waves, like those that occur when you throw a rock into a pond. With aircraft, those shock waves move out and away from
all points of the aircraft and move at the speed of sound, or 1.0M.
An aircraft developes lift by accelerating the air moving above the wing, which creates a pressure differential between the lower and upper surfaces. As the
actual aircraft speed increases, the speed of the air above the wing travels faster than the actual aircraft speed. So while the true airspeed of the aircraft may be 400 kts, the speed of the air above the wing will be higher,
say 480 kts. Of course the speed increase varies with wing design, thin wings having less speed increase than fat wings.
At some point, if the true airspeed of the aircraft is increased, the speed of the air above the wing
reaches the speed of sound, mach = 1.0m. The true airspeed where that occurs, as expressed in mach number, is refered to as the "critical mach number." For example, the Learjet series critical mach number is .76m, and
at that point air moving above the wing exceeds the speed of sound.
Why is this important? Serveral reasons, all due to shock wave formation. Shock waves form because those pressure disturbances created by the movement of
the aircraft meet the oncoming air as both are traveling at the speed of sound. It would be like those water waves pounding against a brick wall.
As the air flows through the shock wave, it looses speed and energy. Pressure
and temperature rise, lift is lost and drag increases. The shock wave is what really causes the "sound barrier" of "The Right Stuff" fame. The shock wave starts at the root and moves outward along the cord
of the wing as true airspeed increases above the critical mach number. And yes, most transport jets cruise above the critical mach number in the speed range referred to as the transonic regime.
Nasty things occur above the
critical mach number. Mach Tuck, which is reduced pitch stablilty occurs. Drag rise, which means more fuel is burned to go faster. If taken above Mmo or limiting mach number, the effects are magnified and some new ones come
into play. Aileron buzz occurs in aircraft without hydraulicly powered controls, like the B727 and DC9. That's a low frequency buzzing of the controls caused by pressure changes accross the control surface when a shock wave
forms just in front of them. Control reversal may also occur. The shock forms due to deflection of the control surface at high speed. The shock wave destroys lift and reduces airflow accross the surface and a opposite rolling
moment occurs...”
2.007 Why do CF6 engines have no EPR indications?
N1 as a primary parameter is a patended system by General Electric (GE).
From the Aerowinx Forum, messsage by Mariano Anchorena:
“...I have also done some research about it a couple of years ago. I can try to briefly
explain why N1 is used for thrust setting in GE engines. Please, keep in mind I am not an engineer, and some innaccurate or wrong information may be present.
EPR was first used as a reference thrust setting parameter because
thrust, itself, is a function of area and pressure. On older pure compressor (no bypass flow) engines, measuring EPR was easy because only one probe was needed on the only exhaust (core flow). This becomes more complicated in
high by-pass ratio engines, where the nessecity for two probes (core and by-pass) arises, which, in turn, causes the need to come up with some way to mix the measurements of both probes, and figure out a way of blending both
readings in such a way as to come up with an accurate and realistic EPR indication. But, this is not the end: EPR measurements need to be corrected for variation of compressor inlet pressure (ram ratio effect), and variations
of ambient atmospheric conditions. Once all this is accomplished, EPR readings are considered accurate.
On the other hand, N1 is a realistic, accurate, and inexpensive method for measuring thrust. This is simply because any
high by-pass ratio engine closely resembles a ducted fixed-pitch propeller. In large high by-pass ratio engines, 75% to 85% of the total thrust is generated by the fan, and there is no variable geometry affecting the fan's
total airflow. This is why N1 can be easily correlated with engine thrust (the fan produces almost all of the thrust, while the core airflow is mainly used to drive the turbines that drive the fan). Moreover, measuring N1 is
relatively easy (when compared to EPR) and is accomplished by a simple tachometer counting fan blades (newer engines utilize electric measuring devices). Another reason why N1 is very useful as a thrust setting parameter is
because it will always display actual engine thrust, no matter how old the engines components may be. As engine deterioration occurs, N1 readings WILL increase. This is because N2 is controlled by the thrust lever angle (and
other variables such as compressor inlet temperature, and compressor discharge pressure). As the compressor efficiency deteriorates, the engine will require an increase in fuel flow in order to maintain the commanded N2 (thrust
lever angle). This increase in fuel flow will, in turn, drive N1 faster. Thus, engine deterioration (high or low pressure components) can be easily recognized by a lower thrust lever angle relative to N1 readings, and higher
than normal fuel flow and EGT. In other words, the thrust levers will be at the same angle, but the N1 gauges will be reading higher and higher as the engine ages.
Put simply, using N1 over EPR for setting thrust has three advantages:
1- More realistic thrust indication (75% to 85% of the thrust comes from the fan anyways).
2- Ease of measurement.
3- Ease of recognition of deterioration of compressor efficiency.
I hope this is of some kind of use to you. Once again, please consult with a professional for error-free information...”
2.008 Will the autothrottle automatically disengage during the flare?
If LAND2 or LAND3 is engaged, the autothrottle disengages automatically during the flare. If LAND2 or LAND3 is NOT engaged, the autothrottle must be manually disconnected.
2.009 FIRE TEST FAIL message -- what’s wrong?
Keep the Fire Test Button pressed until the message FIRE TEST PASS occurs. The fire test takes about 10 seconds. If the Fire Test Button is released too early, the fire test fails and the message FIRE TEST FAIL is displayed.
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