Hi Bob, i wish to say thankyou for the great job and the dedication to this project.Two things to say, other than everithing is almost perfect now.1) Issues on v 1.32 i noticed after a couple of flights in fs9 environment- No 400 Hz buzz for me, even with the volume parameter set to 5;- With SP-177 we lost the altitude alert funcionality, now altitude alert is connected to mcp altitude only and is unuseable as trasition altitude reminder as before;- during flight, sometimes the two epr gauges freezes "upwards" and is not possible to visualize EPR increases while EGT, N1 and N2 are working well. in other words the EPR gauges doesn't allow the needle to go beyond a specific point while allowing free movement below that point;- May the TM.INI file be expanded to hold a battery connection status flag in the attempt to simulate as close as possible the cold and dark situation?2) I don't had much time for the flight simulator in the past months but in 2008 (!) i wrote a TM2 FUEL PLANNER tool in javascript, which read the Omykron tables to calculate, via interpolation, the needed fuel for a trip. The tool is intended to be accessed through the kneeboard, and is technically working, while extensive tests was not done until now.So i'm asking you if you want to see it and check it before i can let it free for download to everybody. I tested only under fs9.Alex

hi all,Now is more clear to me what's happen on the epr gauges.While cruising with the pdcs in CRZ mode commanding an epr setting of 1.88 (M.74), i try to increase the speed, lets say from M.74 to M.78, using the speed key on the mpc. As soon i ask the new speed, the throttle advances, the n1, n2 and egt incerases, but the epr needle and digits are fixed upwards to the PDCS commanded epr.If i correctly understood the documentation, is normal, in "speed mode", that the autothrottle system will try to use engine settings higher than those calculated by the PDCS in order to acelerate to an higher speed, and this happens, but is not showed by the epr gauges.This happen only to me?I noticed a LOAD page implemented in the PDCS but not documented. What's the usage of this page? I was looking for something similar in the PDCS because is pretty clear that the calculated EPR is affected by fuel burnt or, more in general, by the current GW. I suppose the real machine doesn't have access to the internal FS data for fuel and GW so should be a way to instruct the PDCS about the acft weight. I suppose this setting should be inserted during the preflight and the system, using the know fuel level in tanks, can continuosly update the GW value during the actual flight. Is the LOAD page intended for this purpuse?alex

hi all,Now is more clear to me what's happen on the epr gauges.While cruising with the pdcs in CRZ mode commanding an epr setting of 1.88 (M.74), i try to increase the speed, lets say from M.74 to M.78, using the speed key on the mpc. As soon i ask the new speed, the throttle advances, the n1, n2 and egt incerases, but the epr needle and digits are fixed upwards to the PDCS commanded epr.If i correctly understood the documentation, is normal, in "speed mode", that the autothrottle system will try to use engine settings higher than those calculated by the PDCS in order to acelerate to an higher speed, and this happens, but is not showed by the epr gauges.This happen only to me?

You are correct...this is one of the rough edges I'll work on later. The default A/T will overboost the engines, so I started by coding the EPR to cap the reported value at the limit for a minute or so after level off. I have some test code that actually kills the A/T when it tries to exceed computed max EPR, but it's buggy still...so for now the gauge tells a little white lie.

I noticed a LOAD page implemented in the PDCS but not documented. What's the usage of this page? I was looking for something similar in the PDCS because is pretty clear that the calculated EPR is affected by fuel burnt or, more in general, by the current GW. I suppose the real machine doesn't have access to the internal FS data for fuel and GW so should be a way to instruct the PDCS about the acft weight. I suppose this setting should be inserted during the preflight and the system, using the know fuel level in tanks, can continuosly update the GW value during the actual flight. Is the LOAD page intended for this purpuse?

Yes, exactly...the PDCS normally needs a pilot input on this page so that it can compute EPR values based on the computed acft weight. The gauge uses the weight derived from the simulation.Oh, and sorry about not answering sooner, I read your original post on my iPhone and it marked it read, and then I never got back to it. CheersBob ScottColonel, USAF (ret)ATP IMEL Gulfstream II-III-IV-VColorado Springs, CO

Yes, exactly...the PDCS normally needs a pilot input on this page so that it can compute EPR values based on the computed acft weight. The gauge uses the weight derived from the simulation.

So doesn't matter which walue i insert into it, the gauge will always read the FS data. How is the real one? you input the EMPTY WEIGHT and FUEL then the computer can read how much is actually in the tanks or can only calculate the supposed remaining fuel from the commanded EPR versus running time? Have the PDCS access to the tanks quantity data?I wasn't able to find the "real machine" manuals on the net...

Oh, and sorry about not answering sooner, I read your original post on my iPhone and it marked it read, and then I never got back to it.

Don't worry... How about the 400Hz issue? Can i send the fuel planner to you? are you interested?Good job once again,Alex

So doesn't matter which walue i insert into it, the gauge will always read the FS data. How is the real one? you input the EMPTY WEIGHT and FUEL then the computer can read how much is actually in the tanks or can only calculate the supposed remaining fuel from the commanded EPR versus running time? Have the PDCS access to the tanks quantity data?I wasn't able to find the "real machine" manuals on the net...

The real world PDCS monitors the fuel flows and keeps a running total based on the starting value entered into the PDCS and accumulated FF.

How about the 400Hz issue? Can i send the fuel planner to you? are you interested?

There might be an issue with the 400Hz sound in the wavebank...I'll look at it, but it won't be fixed for a while.I already did an extensive set of fuel burn profiles for FSBuild. Recommend you or someone who uses it cross-check your program output against that, and then once you're happy with it upload it to AVSIM. Let me know if/when you do, and I'll put a link to it in the FAQ here.RegardsBob ScottColonel, USAF (ret)ATP IMEL Gulfstream II-III-IV-VColorado Springs, CO

finally i got the buzz!Until now i started the sim with a saved flight where battery was ON -> no buzzTurning Battery OFF and ON again will start the missing 400Hz buzzalex

Hello Bob,I don't wanna open a new topic, thatswhy I'm adding below on this topic. While I was making a flight yesterday night I lived a weird situation. I planned a flight from LTBS to LTBA at FL310/FL300 and after takeoff,when I reached cruise level at FL310 I saw my forgatten mistake .I don't know how I did it but I forgat to pressure switch from GND to FLT before takeoff. On the pressure panel, cruise level and cabin altitude were set correctly but mode switch was on GND.In normally should I receive altitude horn which is connected pressure fault? There was no illuminate warning/fault light. Is it a bug? or is it normal reaction by the plane even I forgat mode switch?thanks very much

Hello Bob,I don't wanna open a new topic, thatswhy I'm adding below on this topic. While I was making a flight yesterday night I lived a weird situation. I planned a flight from LTBS to LTBA at FL310/FL300 and after takeoff,when I reached cruise level at FL310 I saw my forgatten mistake .I don't know how I did it but I forgat to pressure switch from GND to FLT before takeoff. On the pressure panel, cruise level and cabin altitude were set correctly but mode switch was on GND.In normally should I receive altitude horn which is connected pressure fault? There was no illuminate warning/fault light. Is it a bug? or is it normal reaction by the plane even I forgat mode switch?thanks very much

Not a bug...the Gnd/Flt switch's function is to put a slight (~0.25 PSID) positive pressure in the cabin during the taxi out so that the door seals are inflated and the doors have some pressure against them to keep them from rattling and bouncing around. Once the weight-on-wheels switches go to the airborne state, the presurization system goes to air mode regardless of the position of the switch.RegardsBob ScottColonel, USAF (ret)ATP IMEL Gulfstream II-III-IV-VColorado Springs, CO

Bob,Thanks very much for clarify information.I added one more precious information in my knowledge about 737 and the airplanes systems.Regards

Hi BobThanks for all the hard work. I really enjoy the TM 737.I do have one question: I was descending this evening using FL CHG, and decided to go to V/S - the whole AP went a bit wobbly at that point, and I had to disengage, and then reengage it again to get the aircraft to stop divebombing the earth. The V/S rate of descent windows remained blanked over at this point, and I would expect that when changing from FL CHG to V/S, the present rate of descent should appear in the V/S window (bump free transfer in control engineering terms) so that the old grannies in the back don't park their breakfast in their laps or rather, so that we continue descending at the same rate until a change is made to the V/S thumbwheel. I obviously haven't first hand experience with the real thing, but would expect that this is how it ought to work.RegardsAdrian