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Andrew Godden

Mutley Crew
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Everything posted by Andrew Godden

  1. target times

    Marcel, Joe is currently on holidays and travelling overseas. I will discuss it with him on his return in 2 weeks time. Cheers Andrew
  2. First time I finished one of these ...

    Always a brilliant idea when they are there! Glad you enjoyed it David and thanks for the comments.
  3. Pilots Register

    I haven’t got the software either, but whoa, do I have some fancy pants.
  4. Apr 2018 - 100 Years of the RAF

    Only five days late, but better than nothing.
  5. Just back from 5 years leave

    Paul, Five years is a very long time in the wilderness. I would have gone stir crazy after five days. Welcome back. Cheers Andrew
  6. Where did my time go?

    Toby, I can assure you the MEBAR Contact form works. Both Joe and I have been a little busy this morning (someone stuck Easter right in the middle of the MEBAR ), but we will sort out this issue for you as soon as possible. Cheers Andrew
  7. Aircraft Categories

    Bob, You raise an excellent and very valid question. We have made the obvious slight change to the format for this year's MEBAR in that participant's are given a Target Speed (as ground speed) for Flight Legs rather than the traditional Target Time. We had effectively used this in past events when Flight Legs had "blind" Target Times, but then you were still flying to the cruise speed established in your Test Flight. This year, we felt it was time for a change in order to provide a different element to the event. It also removed the potential for using certain techniques to hit the Target Time as close as possible. I am not suggesting these were inappropriate techniques, but the changes we have made place more emphasis back purely on participant's flight planning and flying skills, which has always been an objective of the MEBAR. A consequence of the change for us in the planning and setup for this year's MEBAR has been detailed research on the performance parameters of entered aircraft. This involved researching real world aircraft performance data, validating it against the respective aircraft in the sim as much as possible, reviewing submitted Test Flight data from previous MEBARs, and finally, using the submitted Test Flight time to identify any gross performance discrepancies. Admittedly, this is not a perfect science and is often limited by the availability of sufficiently detailed and accurate data. It also cannot fully account for the inaccuracy of the modelling in the sim. When formulating the groupings of the Aircraft Categories and then specifically allocating entries to a category, a conservative approach was taken to the benefit of the aircraft (and participant). This also took into consideration the known weather conditions, particularly on the latter Flight Legs, where they are more severe. So, in short, I anticipated there may be some aircraft entries where this process was less optimal. I had suspected and anticipated the Canadair CL-215 specifically, could be one of these aircraft because of the available performance data. As a case in point, my research data suggests the stall speed for the CL-215 is 66 kts. Based on this, allocating it to the TP-IP category with a Target Speed of 135 kts seemed reasonable, considering I made certain assumptions about the cruise settings you used in the Test Flight when I compared your Test Flight cruise speed to the standard cruise speed for the aircraft of 157 kts at 10,000 ft. As I said, I anticipated the Canadair CL-215 may have been allocated to a more conservative Aircraft Category them was optimal. In your knowledge of the weather conditions for subsequent Flight Legs, and if you feel the TP-IP category is overly conservative, which I acknowledge it could be, I am more than happy to reallocate you to the TP-HP Aircraft Category with a Target Speed of 150 kts (ground speed). If this is acceptable to you, could I ask you send advice via the "Contact MEBAR" form on the MEBAR web site so both Joe and I can get your request formally. I hope this rather complex explanation thoroughly answers you question. Cheers Andrew
  8. question regarding target speed

    Again, reading the Rules will provide you your answer. And again the very same Paragraph 7 to be exact! “Seek and you shall find, read and you will understand”.
  9. Power Projects 4.2

    John, Well, I guess it’s a small world then, isn’t it. Cheers Andrew
  10. Power Projects 4.2

    John, I believe this is because the Power Projects scenery is not P3D compatible. I have seen an entry on the P3D Forums from a guy who said he got it working in v4.2. However there were no details on how other than to say it was tricky. Cheers Andrew
  11. question regarding target speed

    Excepting that the ground speed in the Test Flight has no bearing on the ground speed the Flight Legs are flown. The ground speed to be maintained on the Flight Legs is that associated with the allocated Aircraft Category. Let’s be sure that any advice offered is clear and unambiguous, and consistent with the Rules.
  12. Situation files query

    Neil, The questions are free, it's the answers that cost you. The invoice is in the mail.
  13. Situation files query

    As per the instructions on the Downloads page, the flight situation files are placed here, C:\Users\USERNAME\Documents\Prepar3D v4 Files, where USERNAME is your username on the computer. This is NOT the install location of the P3D simulator files, in your case, the E drive. If you place the files in the directory mentioned above you can then access the flight situation files by clicking on "Load Scenario".
  14. question regarding target speed

    Neil, If you actually read the Rules, you will find your answer. Paragraph 7 to be exact!
  15. question regarding target speed

    Thorsten, As per the Rules for this year’s MEBAR, aircraft are allocated to an Aircraft Category based on the performance characteristics of the aircraft and the submitted Test Flight time. Aircraft Categories are then allocated a target speed for the event. You must fly the Flight Legs using the Target Speed. Cheers Andrew
  16. Missing navaids

    Guys, Please see the following NOTAM post regarding weather and weather engines. Regards Andrew
  17. There appears to be some confusion about the use of the weather files supplied for the MEBAR. The Flight Situation files provided on the Downloads page create the specific weather conditions using the weather engine integral to each respective flight sim. Obviously, this is done in order to standardise the representation of the weather that participants encounter. They should be installed in the default locations as indicated on the Downloads page. There is no need to load them into a weather engine. Using a weather engine, such as Active Sky, REX, etc. can cancel out the specific weather effects provided. Therefore, any external 3rd party weather engine MUST be disabled while flying the MEBAR Flight Legs. Regards Andrew
  18. Anyone fancy this one?

    Nothing new to Australians, we have been doing this sort of non-stop flying for years. Non-stop currently, SYD-LAX is about 14 hrs, SYD-DFW is about 15 hrs, and MEL-LAX is about 15 hrs. Admittedly this PER-LHR extends the non-stop flying to 17 hrs, but really, in the bigger scheme of things, an extra 2-3 hrs is nothing. I was based in New York for six months working on a project and did a return trip between my Sydney office and the New York office every fortnight, about 20 hrs flying time each way with a 1 hr stop over in LAX. Oh, and when arriving in SYD, straight off the plane and into my office for a full two days work before leaving mid morning on the third day for the return trip and into the New York office the next morning. This is just another flight!
  19. Start of flight.

    Simon, You seem to be confused between the timing for the Test Flight and the timing for the Flight Legs. As per the Rules, para 13, "...from when the aircraft reaches 35 knots on take-off until it decelerates to below 35 knots on landing..." and if you are using the FTime timer, the timing commences automatically on the take-off roll at approximately 35 KIAS and stops when the speed gets below 35 KIAS on landing. If using a manual timer, you need to be starting and stopping the timer as per the above speeds, or as close to. Hence, all phases of the flight, including the climb to cruise and a 12 nm landing circuit are included in the reported flight time. I hope this answers your question. Cheers Andrew
  20. Missing navaids

    Guys, The MEBAR route is developed from default installs of flight sims and is then cross checked across all supported flight sim versions. This ensures that all NAVAIDS and airports used in the route exist in all supported flight sim versions. Any minor differences, e.g. KLD in FS9 is not a VOR/DME are accounted for in the navigation instructions. If the NAVAIDS do not exist in your flight sim, it is because you have done something to change that, i.e. use navigraph, or have installed scenery which has removed them. Cheers Andrew
  21. Timing & Dates

    Neil, When using a manual clock, it would be ideal to start and stop it at about 35 KIAS, but not essential, as any small difference in time will have a marginal impact over the course of the Flight Leg. I can guarantee you there will be larger impacts on your overall Flight Leg time than a few seconds manually operating a clock. No, the itinerary is just aligned with the "official" period over which the MEBAR is conducted (see the Rules) and the submission dates for PIREPs. Once the event files are available (later this evening Mildura time), you can fly and submit all PIREPs in the same day if you like, just as long as they are before the cutoff date for the individual PIREP submission dates. This is designed so as to facilitate those who might have commitments over the "official" conduct period, and anyone else so inclined, to participate in advance. Now, when you get the Event Briefing and Flight Leg Navigation Instructions, there are another set of dates for the Flight Legs, These correspond with the flight situation files and merely represent a virtual timeline to fit the plot line presented in the document. They have no bearing at all on the real world dates discussed above. Cheers Andrew
  22. Milviz 310 Redux ?

    Neil, Given it's recent release, we haven't had a chance to slate it for review, but that is by no means a final indication. Our attention at the moment is focused on the conduct of the MEBAR, and when I can get my head out of that I can have a better look at our review schedule and what opportunity there might be. Having said that though, I already have the aircraft and it is a wonderful improvement on the original Milviz 310. There are some issues, though not show stoppers, and Milviz are good at regular updates so I'd think these will be addressed quickly. The sounds are excellent, and based on the little flight time I've had in it, the flight dynamics seem to be good. The price is definitely on the high side at US$49.99 for the aircraft but previous owners of the original 310 have access to a nice discount. In short, a definite consideration if price is not a concern. Cheers Andrew
  23. Woohoo! Mebar2018 here we come!

    John, Good to see you again. Flight Leg 5 has the two shortest runways with ENFA at 2,449 ft and ENRA at 2,750 ft. I'd say both of those have more than enough length for a seasoned DC-3 pilot such as yourself. Cheers Andrew
  24. Situation Files

    Bob, Apologies, the dates on the Downloads page indicating availability of the subject files is incorrect. They should read 23 Mar 18, as per the Key Dates page. This is being corrected. Thanks for bringing it to our attention. Cheers Andrew