Developer's Backdoor > GSX Backdoor

Second GSX Preview in MSFS

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virtuali:
This is the 2nd Preview of GSX for MSFS 2020.



There's still lots of work left to do, the SDK limitations (lack of documentation and lack of features) are still not entirely fixed, but now most of the work left is modeling, texturing and animating, to have everything up to the a level of quality that is worth of the MSFS engine.

sax702:
Looking forward to this. Nice to see the actual pin.

a320wolf:
Wow!  :o

Looking forward to the final version  :)

Bye, Max

perohijo:
So where can I see the first preview? I can't find it by searching.

mcdonoughdr:
From a YouTube Comment:

"Some things which are incorrect or could do with a tweak, depending on the limitations of the sim obviously. None of this is meant to be a criticism, just thought it might help you get it a bit more accurate to the real procedure...

First, the bypass pin should always be inserted before doing anything else, there is 3,000lbs of pressure in the steering mechanism, so you want that disabled before you go anywhere near it with a towbar, which is why that pin goes in first. Next, the towbar is connected to the nose gear. Next the tug is driven up to the towbar and then it is connected to the tug, the person doing this then checks the shear pins at the head of the towbar to make sure these are not broken. You did show the wheels on the towbar being raised, but you don't do that with the pump handle, you turn a hydraulic release knob at the side of the pump handle, the pump handle is used to lower the wheels. Since there is a road behind the stand, you'd have a roadman with marshalling wands stood there to stop airport traffic going behind the aeroplane prior to pushing, the roadman is signalled to do that by the headset guy when the push is about to start, with a thumbs up signal. The headset guy then gives the tug driver a 'brakes on' hand signal (which is a clenched fist and he keeps it clenched). He then confirms the walkaround has been done and that all GSE is clear of the aircraft and the doors are secure, then he calls for brake release, the anti-collision lights should go on at or just before this time. The headset guy then asks for brake release and confirms this, then he signals the tug driver to release the brakes and start the push by opening his clenched fist and pointing in the direction of the push.

Many pushbacks specify that the engines cannot be started until the tug and aeroplane are at the designated Tug Release Point for that specific stand, which is usually somewhere on the taxiway adjacent to the centreline of the next stand along from the one you pushed off, but even when this is not the case, it's not a great idea to start the engines when still rolling back off the stand because there is often quite a lot of crap on the stands such as bits that have fallen off suitcases, wire luggage tag fasteners etc, and these can easily get ingested in the engines, so at the earliest, we normally start the engines the moment the main turn maneuvers have been completed and the aeroplane is in line with the taxiway centreline being pulled forward, so that's well clear of the stand. This also means there is less chance of a hot start from the tailwind component which is imparted by movement if cranking the engines when the aeroplane is being pushed backwards. Because this is the case, whenever I do a headset on a push, I say 'push commencing, standby engines 1 and 2', so the crew know to wait for the okay to start up. The headset person should be watching the engine starts closely, because he is the one monitoring for hot starts, fires and such, which is why there is an APU fire release bottle control in the headset connection bay that the headset person can use if necessary.

When the aeroplane's nose wheel is at the TRP, the tug stops and the tug driver signals 'brakes on' to the headset person, the headset person then asks the crew to set the parking brake, confirms this, then signals this has been done to the tug driver by also doing a brakes on hand signal. The headset guy then gets a chock and puts it in front of the nosewheel as a safety precaution against a brake failure during engine start. He then pumps the wheels down on the towbar, then he goes to the tug and disconnects the towbar at the tug. The tug then backs off and turns 90 degrees to the side more or less in line with the engine so the flight deck crew can see it. When the tug is clear, the headset guy then walks to the nose gear and disconnects the towbar from the nose gear and wheels it toward the tug. The tug driver will get out of the tug and connect this to the back of the tug, meanwhile the headset guy is confirming the engine starts are good, at which point if this is the case, he will then disconnect the headset, close the phono socket access door, then he'll remove the bypass pin, and last of all, he will remove the chock from the nose gear and give it to the tug driver who puts it on the back of the tug. The tug then drives off the taxiway with the headset guy walking alongside it, and when he gets to the edge of the taxiway, he signals the crew are good to go by holding up the bypass pin remove before flight tag so they can see it and they acknowledge this with a wave. The tug then drives across the rear of stand road back onto the stand as a protective measure for the headset person, since all traffic gives way to a tug coming off a taxiway.

Some of this might not be possible to animate or have as a function of the procedure, but what I wrote above is the 'proper' way it should be done. Keep up the good work,"

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