Peter Clark

Doesn't the FAA site that stores the domestic METAR dialins also have the rest of the globe too? You can put foregin stations into the websites search field for both METAR and TAF. I haven't had the interest in decompiling the page source to figure out how it does it tho. What's missing is a server system to download that data and reply to requests from this CDU. Course, converting that to an ATIS is a different discussion.

OK, I think we've all come to the same conclusion - there's a flaw in the way the FMC logic picks the waypoint from the database. It appears it's not even restricted to the 777 but something that's persisted since the 73. I'm sure PMDG will figure out the same fix (search by name/lat/lon instead of just name) when doing the DB lookup from entering an airway and address the issue. No reason to keep beating the dead answered horse.

Is it when the generators kick in?

The issue seems to be is how they're differentiated and selected when entering airways into the CDU. If entering an airway selects the NDB instead of the VORDME where the VORDME is called out (by lat/long) in the airway file (I don't have it in front of me so I can't tell) this is a DB lookup issue. Entering by name on the legs page the CDU doesn't know it's supposed to be part of the airway and will give you a list to select from, including the lat/long so you can intelligently pick.

There are plenty of VORs that share the same name as others and the only differentiating characteristic is the lat/lon. In this case it would seem that the selection criteria is picking the wrong one. Maybe the logic is only looking at the name in the airway instead of the name/lat/lon to make a full match.

Once your stab trim position was calculated by the FMC and displayed on the CDU did you set it before attempting to take off?

Hmm, wouldn't that have been a configuration change it should have trimmed away for you while keeping the trimmed 250 knots?

This is exactly what happens to me and seems to be the same as Kyle's link. THR REF/LNAV/VNAV but LIM SPD and I can't seem to get rid of it except to use speed intervene until cruise alt. Doesn't happen all the time so it is likely the SID out-of-order thing. I'm sure they'll fix it in the next update.

For me I found I couldn't get N1 movement if I started the flight sim with a cold-and-dark airplane (I put the Cessna 172 as the default flight but it wasn't running). If you press CTRL-E when you're hung like this does it make the engines respond to thrust levers and the gen's kick in? I ended up re-saving my default flight to a running/avionics on 172 and haven't run into the problem since.

OK, just to make sure I'm getting this thread; Flying straight and level no AP at 250 knots. If I reduce thrust the aircraft should pitch down to maintain 250 knots at some new V/S (depending on how far back the thrust levers were pulled) without having to touch the trim. If I increase thrust the aircraft should pitch up to maintain 250 knots without having to touch the trim since that's the speed it's trimmed for... Flying straight and level no AP at say 250 knots and drop in a notch of flaps, the aircraft should start descending because the drag will have incrased and the aircraft will nose down and re-trim itself (config change) to maintain the 250 knot speed... Flying straight and level no AP at 250 knots and reduce thrust to slow down, I will need to manually trim the aircraft to be level at the new desired speed...

Are the clickspots only for the captain's CDU or will it do all 3?

Cool. As they say you learn something new every day. Thanks!

I start with the "cold and dark" cockpit scenario (haven't hit the un-resettable siren bug) but have noticed that after going into the NAV RAD page and deleting the two NAV freqs (change the M to A) that both VORs auto-tune to the same freq all the time. Aren't they supposed to split for better DME accuracy or am I doing something wrong? Thx!

Well, to be pedantic, 172 and 182 models with the KAP140 autopilot or G1000 have electric trim and thus trim switches as well as the wheel. My 414 had electric trim...

WRT the alternate, in the screenshot could it be because BIKF is set up in the CDU as a fix?

I saw this same thing this morning, figured operator error (not uncommon for me).. On climbout, LAX, PRCH departure, it went into THR REF/LNAV/VNAV SPD and the active mode in the CDU VNAV page was REDUCED SPEED CLIMB (or something to that effect). No thrust reduction at accel height, no speed-up at 10K. Ended up doing the climb in speed intervene, didn't get to play around and figure out why it wasn't in just ECON CLB.

Depending on the size of the aircraft and your rudder authority and bank-angle in the turn. If you're doing 30-40deg of bank and get a lower-wing jammed flap and the high flap keeps going it's gonna get real interesting real quick. Again, generally not something you end up doing in a jetliner (short base to final turns in light twins/singles) but still not unheard of causing accidents.

Generally speaking you can, but you need to watch out for flap asymmetry. If one side extends more than the other, and it's the high wing in the turn, depending on rudder authority et al you could run into a situation where the aircraft will keep rolling to an uncontrollable state. Less of a problem on something this size than the single engine trainers people learn in where I was always taught to try and be straight and level before flaps or gear.

can it be built from scratch. as in enter all the waypoints, not be editing a procedure.

Which leads me back to my question on how the PMDG FMS logic is handling entering additional waypoints to the loaded approach. There's a lockout for IAF to MAP, is it locking out ANY additions to a procedure? Can you build this proedure - including all the intermediate waypoints - by hand (don't load it)? If so then it would appear the CDU isn't enforcing the lockout properly.

Or a combination of people. If the prohibition on entering waypoints isn't supposed to kick in until the FAF then why is it giving INVALID ENTRY when trying to enter waypoints that exist in the generic navdata before the FAF?

I still think it's FMC logic preventing the insertion of waypoints into a loaded procedure but someone from PMDG would have to confirm that. The FCTM says that it's prohibited between the FAF and the MAP but you're not there yet. I wonder why Navigraph thinks the intermediate waypoints aren't required. I didn't see them in the EDDM text file either.

The extra waypoints aren't in the procedure coming from Navigraph. Look at the EDDM file in the pmdg/sidstars directory. Maybe post something on their forum asking why all the intermediate points aren't being translated into the procedure, only the entry and turns? AFAIK, once a SID/STAR is loaded you as the pilot are unable to change (add/delete) the points contained within the loaded procedure, only pick actions for the points it loaded.

It's kinda how it works in real life trying to turn knobs in a cockpit when it's bumpy...

I think the OP is possibly missing the step where you need to load the approach into the CDU when you're issued the approach clearance,and after it's active then LSK the waypoint you want to go direct-to into the active position if ATC gives you a shortcut.