Peter Clark

>Notice word "enroute" in the definition of MEA. It applies to>enroute portion **only**. Landing/approach restrictions take >precedence.MEAs can be applied to the enroute (airway) structure, or to segments of an approach. Just because it's on a STAR or IAP doesn't change the term - it's still the minimum enroute altitude while you're on that segment. It's only after the FAF that it becomes an MDA or DH depending on the type of approach.>Specifically, when a route on a STAR includes a leg with a MEA of >say 6000 but where the navaid/fix that ends the leg requires an >altitude of 4000 as an IAP, at what altitude should the leg be >flown?Segments must be flown at/above the listed altitude for that segment. So if on your IAP you have fix B, C, and D and the route looks like B 4000 C 3000 D 2000 FAF you are required to stay at/above 4000 until reaching C. Descent to 3000 cannot be started until passing fix/navaid/waypoint/whateveritis C. Same with the descent to 2000 - cannot start the descent until after D.If your STAR feeds from a fix A to the IAP fix B at 6000 - you stay at 6000 until crossing B and then descend to 4000. Even though the plate lists the IAF (:( segment 4000 to C, you cannot descend to 4000 until you've passed point B, exiting the STAR and joined the IAP.I tend to work better with actuals rather than hypotheticals, what's the STAR and IAP in question?Luck.

MSFS doesn't simulate most of the effects that the charts are designed to be used to correct for (wet/dry runway, slope, etc) so there would be no advantage to having them. A simplified model where the CDU displays the appropriate values works fine in the environment we're talking about.Luck.P

OK, so here's the sob story ;)I was on approach to 04R and given a landing clearance. Once I got to about 200' tower told me to go around because an AI aircraft hadn't gotten off the runway fast enough. OK, fine. Contacted approach on the climbout as usual. The ceiling was broken 10000 so I figured I'd request visual and do a circuit in the pattern. Requested visual, was given clearance for visual approach and told to contact tower. Came around in the circuit, got the "Cleared to land, you're number one" info, landed, took the highspeed turnoff and upon critique had my cert lifted for landing after tower told me to go around. Hey! Where's the union rep when you need him? :)

Cowboy... Jeez I wasn't all there when I posted that one, it's COWBY.Anyway, I just flew it in RCV3 and it works with flex DP. I'm not sure what's different, but RCV3 had kiniptions whenever I attempted to fly the now-defunct AACES1 DP which looked pretty much the same groundtrack-wise.Anyway, I don't think it's too big a concern, how many airports have DPs where the common point is 50+NM from the airport anyway ;)Later.P

Augh, my head just exploded......I was never very good at trig in school.

That's strange, the NOS plates give the slope right on them. For Jepp charts you have to take the difference between the two runway TDZEs and the length of the runway and calculate it yourself.To calculate it you can take the elevation change (in feet) divided by length of runway, multiplied by 100 to get the percentage slope.So, KBOS 04R:19' (04R end), 14' (22L end), 10005' runway:((19-14)/10005)*100) = .0499, or -.05% (down) slope.Even the NOS plates don't show every slope, but I don't know what the low threshold is. Lawrence, MA (LWM) has a runway with +.7% slope and that's shown on the plate, so it's somewhere between .05 and .7 ;)Enjoy.

FWIW, both TAF and METAR are given in true. It's when it's spoken (AWOS, ATIS, et al) that it's converted to magnetic.

Are the distance limitations on the initial waypoint of a RNAV DP any different in V4? There are some DP's (COWBOY ONE at LAS for example) where the common point is more than 40NM from the airport. Eyeballing this one the common point looks to be about 60NM from LAS, and departing on the 25's makes the procedure quite long.TIA.

Just park it near the Whomping Willow and it'll die pretty fast...

You have definately made one more happy simmer here :) Course, I would have grabbed the new sim as soon as it came out regardless, but it's good to know that the deck I have here will work out of the box.TIA for all the hard work from you and the team!

I wouldn't want to record that list either ;)Just a question - is Execjet missing, or is it an invalid callsign? I hear them coming in/out of BED all the time, I think they're a 135 charter outfit?Looking forward to V4 though :)

Anyone have any thoughts on what the effect of a new AMD FX-55 with dual 6800GT video card systems would be on FS? Or is it still so processor locked that having the dual video card setup won't really help much?TIA.P

So will Flight Operation Center, but it's standalone (it has it's own weather subscription service). I use it for PIC, PS13, and the PMDG jets. Bit of a steep learning curve, but once done it works for me.They're at http://www.danur.com/Luck,P

Cool, but the purchase button on the FMC is INOP ;)

If you're in a nose-high attitude on the ground and deploy the reversers, won't the nose come down by itself by either running past elevator effectiveness, lift available on the wing being insufficient to maintain that AOA, or (for lack of a better description) a pivot action - engines want to stay where they are, nose wants to keep going, now plop? Or are you saying "be careful to do a controlled lowering of the nose to the ground" because of the above issues?

It's all fun and games until someone loses a hard drive....

The CDU entry of a ZFW does not actually change the weight of the aircraft, it only changes the results of calculations derived from the value entered (V speeds, max cruise alt, etc).Unless you have edited the load in the aircraft.cfg, the ZFW to input in the CDU is 245 (assuming pounds). If you are editing the load, make sure you don't allow the new ZFW+fuel combination to exceed MGTW.Also, if you haven't completed the rest of the entries on the performance page then VNAV won't engage because it won't be able to derive the neccessary data for required vertical navigation.I've also noticed that if the battery is dead then LNAV/VNAV/autopilot won't engage, but I don't think you're getting far enough through the preflight setup to make this particular problem manifest itself.Luck,P

Why wait? Since it's aimed at real pilots, the Bulfer book is one of the better references in a library for the 'want to try and do it as close to real as I can' pilot. Grab it now and get a head start :)

Stefan:"nice video, but disappointed to see that the VSI is not the new one with implemented TCAS (like Lee's great addition - ok, I'm sure this will be as easy to implement as in V1 - nevertheless)"Looked to me like traffic was being displayed on the ND. They didn't show any RA's so I'm not sure how that's being handled, but I would expect it to be similar to say a 744 where a "don't point here" box is drawn on the AI. Having said that, adding Lee's as an additional display can only help safety :)Man, this is gonna mess up work on getting an instrument rating when it comes out ;)

Check the bottom of the aircraft in this pic: http://www.airliners.net/open.file/335821/L/P

"Anyhow, I know of no flight simulation software that correctly models a complete hydraulic failure. Or hydraulic systems that is. In the real world (and in the FFS) a complete hydraulic failure will cause all control surfaces (except for those that are locked - gear and flaps) to go up. Fluttering may occur aswell."Precision Simulator (PS1) from Aerowinx does.Course, it's significantly more expensive than MSFS and doesn't have the visuals, but that's a different discussion.P

Oh no! I thought the One Ring was destroyed in the fires of Mt. Doom!Oops, wrong movie ;0Awesome piece of work there though :)

Greetings,I'm running XP Pro, FS2K2, and CH Pro USB yoke and rudder here too with no problems, so it's likely we can rule that out.When you press the CMD button does it light up? If not, possibly it's the dead-battery issue. In the FSUIPC technical tab did you extend battery life? Try going to one of the default FS2K2 aircraft, check that all the switches are on, and then go back into the 767. If that doesn't work then we can try and think of something else to look at.Luck,P

Well, to be fair it was economics and the anti-noise crowd that got rid of USAir Express out of BED. Of course, that doesn't change the fact that the State Police prints and background check to rent a GA airplane is just silly. Anyone who's going to do something after they get a FBO check-out to rent the plane (as those of us who do rent planes know, they don't just rent them out to anyone who walks up with a logbook, you have to put in some time to show their staff that you can actually fly) is just going to get escorted and go do it. All the badges do is give Massport some cash and continue to work on ways to justify their continued existance.... But we digress :)

"ANother thing I have noticed about both the ADIs versions is that where is that maximum pitch angle indicators? I read that this is the most advanced and realistic B767 panel around so I tot that this was in also? These are like little yellow wings in the ADI whenever the flaps are extended on BOEING aircrafts."Are you talking about the eyebrows? Perhaps that's an airline selectable option? I've seen them on the 744 but can't find any reference to them in my 767 AOM.