Ok, and how many here who said +1 took the time to open a ticket as Damian asked?

The trouble is with tickets is that with a fairly widespread problem such as this is that we don't get to see the answers as we used to in an open forum.........

The trouble is with tickets is that with a fairly widespread problem such as this is that we don't get to see the answers as we used to in an open forum.........

 

I'm not sure how widespread this actually is. I've flown the NGX with AS2012 quite a bit and never seen it. Nonetheless, the ticket system will allow you to include the logs and info that HiFi needs to fix the issue... the open forum results in a lot of chatter that may or may not be useful.

 

DJ

Lucky you. :Waiting:

The trouble is with tickets is that with a fairly widespread problem such as this is that we don't get to see the answers as we used to in an open forum.........

 

True, I personally do not like the ticket system for that reason.

It would be nice if pilots would post the problem briefly here then give us some feedback as to the resolution or steps being taken.

I'm not sure how widespread this actually is. I've flown the NGX with AS2012 quite a bit and never seen it. Nonetheless, the ticket system will allow you to include the logs and info that HiFi needs to fix the issue... the open forum results in a lot of chatter that may or may not be useful.

 

The air temperature problem is widespread because as I mentioned above, it goes back to 2009 and beyond!

 

The debate got quite heated [pardon pun] as a search of this forum will show and bogged down in whether the FSX default aircraft had the same problem. This to me seemed an irrelevance, since a ) how many who buy HiFi products fly the default aircraft rather than high quality add-ons like PMDG etc and b ) the default aircraft probably don't model engine performance like PMDG & co do, so it doesn't matter what the air temperature is!

 

I was not aware that a solution was found at that time and my experience says it wasn't.

 

Prior to the 737NGX, I was flying the PMDG JS41 with ASE. The Jetstream is highly prone to engine fires as anyone who's used it will know, particularly on start-up and, like turboprops generally, to icing. A sudden 30 or 40 degree shift in OAT [or more] whilst in the air can easily trigger engine temperature or icing warnings, if not a fire, and with ASE it was a bit of a battle to keep an eye on the OAT to avoid being done to a crisp or descending like an ice cube.

 

Having said that, I haven't seen an engine problem yet in the NGX, either in ASE or AS2012. I haven't been watching the temperatures, but the thrust hasn't died!

The air temperature problem is widespread because as I mentioned above, it goes back to 2009 and beyond!

 

The debate got quite heated [pardon pun] as a search of this forum will show and bogged down in whether the FSX default aircraft had the same problem. This to me seemed an irrelevance, since a ) how many who buy HiFi products fly the default aircraft rather than high quality add-ons like PMDG etc and b ) the default aircraft probably don't model engine performance like PMDG & co do, so it doesn't matter what the air temperature is!

 

I was not aware that a solution was found at that time and my experience says it wasn't.

 

Prior to the 737NGX, I was flying the PMDG JS41 with ASE. The Jetstream is highly prone to engine fires as anyone who's used it will know, particularly on start-up and, like turboprops generally, to icing. A sudden 30 or 40 degree shift in OAT [or more] whilst in the air can easily trigger engine temperature or icing warnings, if not a fire, and with ASE it was a bit of a battle to keep an eye on the OAT to avoid being done to a crisp or descending like an ice cube.

 

Having said that, I haven't seen an engine problem yet in the NGX, either in ASE or AS2012. I haven't been watching the temperatures, but the thrust hasn't died!

 

I don't doubt that some folks have the issue, but I have never seen it in ASE or AS2012 and have used both extensively in release and in the case of AS2012 through the beta cycle - where it was never reported. Given that, it is my belief that the circumstances under which the problem occurs are not easily isolated. If folks will take the time to file tickets, with supporting logs from AS2012, the issue may ultimately be laid to rest - if they don't it seems to me unlikely that anything will change.

 

Whether folks like the system or not, it is the system to use if they want the issue fixed.

 

DJ

I haven't seen it in the NGX either, but, having previously been plagued with it in the MD11, there were definitely still funny TAT related things going on as recently as 3 months ago in the JS41 under ASE, I can state that as a categorical fact, and you will see others reporting the problem above.

 

Anyway, the original posters now know they aren't alone, which is the essential benefit of these forums and I await the results from the ticket system with interest.

 

I do hope everyone raising tickets will report back to this unofficial forum so we can all benefit from the answers given.

"I do hope everyone raising tickets will report back to this unofficial forum so we can all benefit from the answers given."

 

Yes, that would be nice.

Haven't seen this problem on the NGX or J41 using AS2012, have it absolutly all the time on the MD11, closing AS2012 while having the high TAT fixes the problem, but 9/10 it also crashes the sim.

 

I was interested in the start AS2012 after the sim fix, i'll try that.

How many pilots are reporting the problem on MD11?

How many pilots are reporting the problem on MD11?

 

Vaughan

 

I started having high TAT with the MD-11 when I switched from using ASE and REX2 to only AS2012. I then installed the Beta SP1 and the problems increased. I fly the MD-11 from Europe to KLAX. The issue first started in the climb phase between 22-25000 feet. The TAT would go from -22C to +47C and then several minutes later revert back to -22C. This issue occurred on flights out of EHAM. Then then the high TAT started in the first two hours of the flight. Last night TAT went to +70C at FL360 over Montana on a flight from EDDF to KLAX. So now high TAT is effecting all flights from EHAM, EDDF, EDDM, and LFPG to KLAX, KSFO, KSEA, and CYVR. Just effects west bound flights. East bound are okay. No problem PANC-VHHH round trip.

 

Michael Cubine

Problems on the MD11? Me definitely and if you search this forum for TAT + MD11 and/or Level D 767, you'll find the relevant posts.

 

The situation with the JS41 is different - it's not a loss of engine power as such as the real-world aircraft [and therefore the PMDG model] lacks the engine management system to do it. What you do get is

 

a) Odd bouts of icing at unlikely altitudes as temperature goes back up into the +5 to -10 icing range from lower, non icing temperatures and

 

B) Sudden rises in EGT as warmer air starts going into the engines. As these swings can easily be of 20 or 30 degrees at the JS41's relatively low altitudes. As the Jetstream is usually operated at only 10 degrees below max EGT when in the climb, overheat alarms are common and if you don't react quickly, so are fires.

 

There's no point trawling over ancient history but don't be led to believe this hasn't happened before.

All pilots, using the same aircraft and same Wx program, should be reporting the same problem?

I have submitted a ticket to support concerning this issue. I quoted post #27 in this thread and offered to send as much info about future flights as I could. I am 2 hours into a EHAM-KLAX MD-11 fight right now. The TAT is -16C and the OAT is -47C at FL320. Be interesting to see what happens.

 

Michael Cubine