Mace,Tell me more about your scenery...I am looking to add more scenery for FSX. Thanks.Peter Osborn

It looks like you already have it installed, that's why I wanted to confirm. Whatever you are using, is NOT default KSTL. I can guarantee you that, because I see runway 11/29. Default does not have 11/29. What you have in your screenshot has the new runway 11/29 and I'd like to know what KSTL scenery that is.

Nick, you're right -- PMDG has done a terrific job modeling the Garrett turbines on the JS41.I'm using a CH Throttle Quadrant (which has a detent, of course), and FSUIPC to fine tune the controller settings.On the ground, the condition levers are in the ground range (I've got this set to my detent), which gives you the proper RPM for taxi. While on the ground, I can move the throttles aft of the detent slightly to put the props in the beta range, or fully aft to give me reverse. Forward of the detent gives me forward thrust.On takeoff, you move the condition levers fully forward into the flight range, then set takeoff torque, minding the EGT. On climbout, reduce the throttles to lower the EGT slightly, then pull the condition levers aft a little to get 98% RPM. You'll typically keep the condition levers at 98% until the landing phase, when you'll move them back to 100%. At the end of the rollout, after you're done with reverse thrust, you move the condition levers back to the ground range (which makes the detent handy).If you pull the throttles all the way back to the detent while in the air, you'll get flight idle. Pull them further back -- still flight idle. On my last test flight this morning, I pulled the throttles all the way to the aft physical stops on my TQ, and got flight idle. After touchdown, pulling the throttles aft of the detent gets you beta and reverse again. If you leave the throttles against the aft physical stops on the TQ, like I did, the engines remain in flight idle until you move the throttles back into the detent and aft again.Pretty slick.

wow. wow. WOW.looks like i will be switching to VC soon...

What is happening with the WX Radar on this bird. Obviosuly PMDG won't make a WX Radar but I believe they said something else would be put in itss place. If not, it woulkd be cool if they could give as a CFG file so we could put the RXP or CaptainSm WX radar in there. Your thought please...JT Collins

Kurt,Sounds like the interface is pretty slick. I have a Saitek throttle and the idle detent is at "0%" power lever throw. You can pull the power levers aft of the stop, but what you're getting is actually a repeating F2 keypress, not an axis movement.Either way, with FSUIPC I'm sure I'll be able to find my "happy place" with regard to the detents.

On takeoff, you move the condition levers fully forward into the flight range, then set takeoff torque, minding the EGT. On climbout, reduce the throttles to lower the EGT slightly, then pull the condition levers aft a little to get 98% RPM.

Interestingly, for those who don't know, the J-41's EGT gauge has a VRL or a Variable Red Line. What's different, is that the "red line" doesn't move, it's always in the same spot even though the EGT limit varies constantly. The gauge displays "relative" EGT, and displays a value range from the IEC calculated EGT limit, to 400 degrees below the limit. The two white hash marks on the EGT gauge assist in the required power reduction when "cruising up" the props like you mentioned above. The first hash mark is 50c below the EGT limit, and is the target when pulling the power levers back. This ensures that the TTL won't bypass fuel when the EGT limit drops 30c as you pull the condition levers back to 98%.Once the EGT limit drops down to Max Continuous, you push the power levers back up to the second hash mark, which is 10c below the EGT limit. This is typically the cruise setting.The picture at the top of the page illustrates the proper settings when everything is "cruised up".Regards,Nick

All of this talk about it being difficult to slow the plane down is very amusing to me. I doubt that I will ever reach 200 knots in this plane, unless it has an exceptionally high take off speed.

Abat-It's known as a "Clearance Delivery Radio" because you can use it to check ATIS, talk to Clearance Delivery before powering up the heavier power using avionics if you only have battery power available.It's other, not so unimportant use: Provides you with a radio in the event that you are down to battery power only. :-)

Hello Robert, this JS41 seems to be on track for "awards" of excellence !! Great work again :( . With respect to the CDR, will we be able to turn on the battery on entering the aircraft, and right away contact ATIS and Clearance Delivery without powering up the avionics suite ? The only FS model I can recall as being able to accomplish this is the Piper PA31T Cheyenne, by Digital Aviation. I have that aircraft for both sims, and she is a beauty :( . Now it seems as though you guys are going to raise the bar even higher. Kudos to you all !!Regards,Godfrey G.

All of this talk about it being difficult to slow the plane down is very amusing to me. I doubt that I will ever reach 200 knots in this plane, unless it has an exceptionally high take off speed.

Why do you say that? The J41 has a top speed of 295 kts, and I'm sure the cruise is well over 200 knots true. ??

Nice city pair.That KSTL looks darn familiar!! :( Is that my KSTL by chance?Anyway, thanks for posting the shots. The J41 has a neat look about it. Hope its all going well.

I just had a look at FlightSim.com which is where I DL'ed it from and yes, I believe it is. So thanks for the scenery. :( It's been getting, and will continue getting, a good workout with the J41.

One good technique is to slow to 200kt which is the gear and flaps 9 speed limit while in level flight. Change the AP/FD vertical mode to IAS and set 200kt with the thumbwheel. Then you can bring the power levers to flight idle and set the condition levers to "FLIGHT".

Thanks for the tip, Nick. I think my issue is that I don't start descending early enough. I'm not used to having to do things manually and it's been a bit of a learning curve. All the time spent in the MD-11 and 747 has spoiled me. :(

All of this talk about it being difficult to slow the plane down is very amusing to me. I doubt that I will ever reach 200 knots in this plane, unless it has an exceptionally high take off speed.

I flew the TEC route between LAX-SAN a few days ago and was showing around 230 indicated, 240-250 true, and had a GS of around 270 (with a nice tailwind) at 9,000 feet. Those numbers might be off slightly, but she'll do over 200 knots without a problem.

Are the other PMDG goodies in there (failures, etc)? I read that the manual for this will be a lot shorter than that of the MD-11, but I hope this doesn't mean reduced systems modelling.???She's looking very good!!!! Best regards,Robin.

Mike,Thank You very much for taking the time to post these wonderful screens of the J41!!! Can't wait!!!Cheers!!

Sounds like the interface is pretty slick. I have a Saitek throttle and the idle detent is at "0%" power lever throw. You can pull the power levers aft of the stop, but what you're getting is actually a repeating F2 keypress, not an axis movement.Either way, with FSUIPC I'm sure I'll be able to find my "happy place" with regard to the detents. Interestingly, for those who don't know, the J-41's EGT gauge has a VRL or a Variable Red Line. What's different, is that the "red line" doesn't move, it's always in the same spot even though the EGT limit varies constantly. The gauge displays "relative" EGT, and displays a value range from the IEC calculated EGT limit, to 400 degrees below the limit. The two white hash marks on the EGT gauge assist in the required power reduction when "cruising up" the props like you mentioned above. The first hash mark is 50c below the EGT limit, and is the target when pulling the power levers back. This ensures that the TTL won't bypass fuel when the EGT limit drops 30c as you pull the condition levers back to 98%.Once the EGT limit drops down to Max Continuous, you push the power levers back up to the second hash mark, which is 10c below the EGT limit. This is typically the cruise setting.The picture at the top of the page illustrates the proper settings when everything is "cruised up".

Nick, that's how my CH TQ works, too. Your description of the EGT gauge function is excellent, and that's exactly how the one in the PMDG JS41 works.

All of this talk about it being difficult to slow the plane down is very amusing to me. I doubt that I will ever reach 200 knots in this plane, unless it has an exceptionally high take off speed.

Christopher, at MTOW, the speed cards call for V1/VR of 120 KIAS, V2 of 121 KIAS, Vyse of 137. Normal cruise climb is at 170 KIAS, and when you reach the top of the climb, leave the throttles where they are. Trust me, you'll get to 200 KIAS.Nick's little trick with the slow-down to 200 KIAS, then setting the descent up in IAS mode works a treat. During my flight into Wrangell this morning, I tried that, and got 1200 fpm rate of descent. When I leveled off for the IAF, the bird slowed to 170 KIAS without my having to do a thing. I eased off the power a little more, and found my 160 KIAS approach speed very easily. (As I get to know the airplane, I'll know where to set the torque to achieve a particular speed, and I'll get a faster rate of descent and level off right on speed.)

Are the other PMDG goodies in there (failures, etc)? I read that the manual for this will be a lot shorter than that of the MD-11, but I hope this doesn't mean reduced systems modelling.

Robin, the systems modeling in the JS41 is extraordinarily detailed. The manual is shorter because it's a less complicated aircraft -- that said, this is only the first beta build, and we're told there are more goodies to come. Wait and see!

Nick, that's how my CH TQ works, too. Your description of the EGT gauge function is excellent, and that's exactly how the one in the PMDG JS41 works.

Cool. Sounds like I won't have to make any changes to get it working out of the box.

When I leveled off for the IAF, the bird slowed to 170 KIAS without my having to do a thing. I eased off the power a little more, and found my 160 KIAS approach speed very easily. (As I get to know the airplane, I'll know where to set the torque to achieve a particular speed, and I'll get a faster rate of descent and level off right on speed.)

I'm not sure if these numbers will work for the PMDG bird, but try the following:Conditions: Gross Weight - 20,000lb, Engines - 1500SHP180kt (Clean)(2 Engines) - 35% Torque180kt (Clean)(1 Engine.) - 78%160kt (Clean)(2 Engines) - 32%160kt (Clean)(1 Engine.) - 70%Regards,Nick

I'm not sure if these numbers will work for the PMDG bird, but try the following:Conditions: Gross Weight - 20,000lb, Engines - 1500SHP180kt (Clean)(2 Engines) - 35% Torque180kt (Clean)(1 Engine.) - 78%160kt (Clean)(2 Engines) - 32%160kt (Clean)(1 Engine.) - 70%

That looks about right, Nick. Low 30's has been getting me 160 KIAS, but the weights have been all over the place on my test flights.

Why do you say that? The J41 has a top speed of 295 kts, and I'm sure the cruise is well over 200 knots true. ??

Christopher, at MTOW, the speed cards call for V1/VR of 120 KIAS, V2 of 121 KIAS, Vyse of 137. Normal cruise climb is at 170 KIAS, and when you reach the top of the climb, leave the throttles where they are. Trust me, you'll get to 200 KIAS.

You are assuming that I will be flying the plane like the rest of you. I prefer to set the flaps and trim for take off, and then keep them there for the entire flight. That might sound stupid to many of you, but it's the way I like to do things. I can control the plane from then on entirely by use of the throttle. I will be hand flying the plane at all times, and this technique means that I have less to worry about! :(