Peter Clark

In the real one it's 25knot headwind, 25knot crosswind, and 10knot tailwind.How were you configured for landing? Speeds, nav radios, etc?

Greetings.The reason I suggested you might want to contact your ISP is that they likely have the additional tools and contacts with other ISPs to track down the problem and have it fixed, even if the problem is on the far end. And if the problem is at the far end, your ISP working with Richard's ISP would be able to fix it for a number of users, not just you.I'm glad to hear that things are working for you now though.Take care,P

A significant number of ISP's block ping/traceroute due to abuse issues with equipment on their network, or use RFC1918 IP addresses on their infrastructure which would also appear to be timeouts/unreachable but isn't really when you attempt another port.From a DOS window type "telnet 80.243.163.31 80". The screen should quickly flash "attempting to connect" and then go blank. Type "GET / HTTP1/0". If you get data and then go back to a prompt, then you are in fact connecting. I don't believe Richard is intentionally blocking anyone, so I would work with your ISP to troubleshoot further if you aren't getting through at this point.Luck,P

"Rich"? Rich and lean are concepts that I associate with mixture knobs and piston engines, not jet engines. Course, I could be wrong there... Specifically where did you see a reference to "rich" and 757s? Perhaps that'll help us answer your question.Thanks,P

Cool, thanks for your time!P

bump? Anyone who can take a quick look at their sliders if they haven't moved them (or knows what they were) for me?Thanks!

In the 737NG, what are the default values for the sliders under the PMDG->Frame rate tuning option?Thanks!P

"If the fuel continued to drop faster in one tank than the other after the crossfeed valve(s) had been opened, wouldn't this suggest two problems (engine fuel burn AND (unequal) fuel pump pressure output)? :-)"Not only that, but if one tank continued to drop REALLY fast you have a bigger issue to contend with :)

It's a feature :) Same thing happens in the real aircraft because of the difference in engine fuel burn, etc.Occasionally during cruise you should open the crossfeed valve and turn off the fuel pumps to the lower tank. This will allow the fuller tank to fuel both engines. Once the fuel level is the same again, turn on the fuel pumps, close the crossfeed valve and then check back later to keep them relatively level.Safe flights.P

Of course, there's always the Big Boeing FMC User's Guide by Bill Bulfer and ###### Gifford. I believe it's pretty universally acknowledged as the FMC bible. There's 2 versions, one for the 737 and one for the 747,757,767, and 777. Similar to what's found at http://www.aviationworld.net/product.asp?pID=302&cID=168http://www.aviationworld.net/categories.asp?cID=168&c=273036 also has a bunch of system review CDs but I can't speak for those because I don't own any of those CDs.Luck!P

From what I can tell (and I believe read someone else with the esame hypothesis elsewhere in this forum) that's normal behavior with DAP - it doesn't understand the difference between the too many users failure and bad password failure (or something similar).Paitents is a virtue.P

I would think that the aircraft probably just turns toward re-establishing LNAV. Since the turn is coordinated, you likely wouldn't notice it unless you were looking for it at the right time. I know that I've been pax in enough BOS->LAX/SFO and BOS-EGLL flights that obviously have to execute turns enroute and have been surprised to look up from a book or something to see that we were in a bank and the only reason I did notice the turn is because I saw it out the window..

Actually I think the poster might be looking to see if the new FMC will have some unrealistic additional functions like the "select a STAR" function of the Dreamfleet FMC which will show you a scrollable list of STARs including map before you select it in. I don't believe the real 737 FMC has this functionality, so I think it's more a misunderstanding of what's real/not real in the modeled aircraft than it is a misunderstanding of the software, but I could be wrong.

Greetings,When you are entering the airway name, are you doing it on the left side LSK in the RTE page? The other thing to check is that your waypoint on the right side exists in the airway. If you have a VOR or intersection (for example) that's not a part of the airway it won't link.Something that helped me figure it out is to think of entering the path on the RTE page the way you'll be using it in flight - first waypoint right side, then use this airway on the left side to go to new waypoint on the right side, etc etc etc.What is the path you're trying to take? Perhaps we can try and enter it ourselves and see what might be wierd for you?

Greetings,I would have to agree that Wilco's support people would be the best place to direct yoru enquiry, especially since I'm sure that they charged your card when you submitted the info.Once you have it if you have questions about operation et al let us know!Luck!P

Greetings,Considering the services that you have provided for so long, with the time and effort that you put into them, no apologies are needed Richard.Thanks for all your time and efforts!P

OK now, be nice :)

Greetings,No problem, these things happen.Anyway, I went back in and re-exported my FSNavigator plan with ALB/GDM/BOS/KBOS as the final waypoints and things seem happier now. Looking at it again I was surprised that it was ALB/KBOS as the final points because I could have sworn that I had put the entire ALB.GDM3 arrival into the flightplan before exporting it......Anyway, thanks again!Take care,P

OK, so I'm not doing anything wrong and this is a bug?Thnks!P

It would make sense that they do a client-server setup. One system is a host, and it has TCP/IP connections by either name or address from the remote guages, a-la broker for PS13. The PIC network guage wouldn't interoperate with VATSIM at all, it would just be another IP stream from your PC with a different destination.This will be great for home cockpits.

Actually, I like the fact that they did it this way. They were free from outside distraction, demands for release dates, pushing, hack attempts, etc etc etc and could develop the product at their own pace.....

Greetings,FWIW, I run RC 3.1 under XP with no problems at all. Have you tried reinstalling 3.1 after your XP upgrade?P

Greetings,Ok, I have an IFR plan from KLAS->KBOS with the last 3 waypoints being BUF, ALB, KBOS (yea, I should probabally re-export with it being BUF, ALB, GDM, KBOS, but anyway...)I have holding set at 10%. Co-pilot has the comms. We get east of ALB, continue our descent as directed to FL190, and arrival closes the door due to weather or whatever. So, we get told to turn 280 direct ALB when able and expect hold vectors. Fine, no biggie, off goes LNAV, dial up 280, then when we're there turn direct ALB. OK, get to ALB, keep going... and going.. about 20NM, then we're told that all's well with the world again, turn 095 until receive suitable for own nav, direct when able. OK, so, right turn to 095, we pass from the north-east to south-east of ALB, turn left onto the jetway to get back to BOS, and now I'm told that I'm not navigating right, turn left 270 until suitable for own nav, direct when able. Um, ok, that sends me back to ALB. Which is not the active waypoint in the RC window. Fine, back to ALB, cross ALB within .05NM, turn back to BOS, busted again. Nothing I do from here out lets me get out of the vectors loop which all point back to ALB.What am I expected to be doing here? I thought the direct when able meant to the next planned waypoint, KBOS.This is with 3.10.2205, FS2K2.Thanks in advance,P

Um, is it just me or are you managing to get the ILS LOC/GS with both of your VOR receiver switches set to off? :)

Ah, for the love of something like Unix's symlink. Make a link where the program thinks the stuff is to where it really is and it doesn't matter where the data is...........