mburkhard

Sad to see that the crowd-funding is going so slowly. But if I may be perfectly honest, it is to be expected with a device that has this one key feature missing, being the TO/GA and/or AT disconnect buttons. PFC (one of the device's competitors) managed to do that decades ago, and that product is by no means high fidelity from a technical point of view. I know those buttons have been mentioned in a campaign update and will cost extra, that is fine, but no one is going to see that hidden away in a comment section. The Kickstarter page needs an urgent re-work, showing what kind of levers will be available after the initial release, accompanied by a time estimate as to when those will be available. Without that, I guess the funding will never go on as wished by Fulcrum. It should have been part of the initial announcement, but oh well, let's hope this is made public soon. Having said that, I do love the throttle console concept/prototype, it IS in a class of its own. Competitors are either made of cheap plastic using word not allowed sensors, or they cost twice the money of the Fulcrum device. I love my Fulcrum yoke, can't wait to get this throttle added to my setup.

I do own one, but mine is 6 years old already so I guess there had been a revision or two in between. Anyway, no issues with mine, works perfectly fine with all PMDG birds. Cheers, Markus

Check whether your Windows speaker settings match your physical speaker setup. If you were to select 5.1 speakers in Windows but you only have say 2.1, then you might miss the engines on rear speakers. Cheers, Markus

Geoff, must be something wrong with the nav data your MD-11 uses. Do you use any add-on nav data updates such as Lufthansa or Navigraph? Cheers, Markus Ah disregard, just saw that you use indeed Navigraph. To be honest I have no idea why you don't have any SIDs and RWYs displayed then. Does it work at other airports?

Morten, as I understand it, this function is not / was not widely used by MD-11 pilots. Personally I've heard of only one pilot telling me he would do that from time to time when being on final approach in turbulent weather. I guess it's a matter of personal taste and not something an airline would write into their SOPs... Cheers, Markus

Yes and no, they do increase drag but at the same time create LOTS of lift. And how do you kill lift? Indeed, by lowering the nose, but what happens usually if you lower the nose... yes, speed rises. So there you go... Might be ok in level flight, but then you wouldn't have trouble decelerating in level flight would you. So yeah flaps are indeed not meant to be used to decelerate Why don't you just remember the N1 or EPR setting before you switch ATS off? That way you can re-adjust the engines quickly to whatever it was. Yes it is not quite as easy as on the real aircraft, but still it works and it is always a good idea to know your thrust setting required for that 3° descent with Vapp. And if ATS is struggling to keep the setting while you do switch off, then you'll have to do same anyway and it won't really matter where your hardware throttles are set. If you want to disable LSAS during approach do NOT use the override switches or the LSAS buttons on the overhead. Use ONLY the yoke's AP disconnect button and keep it pressed. That is the only way it is meant to be and is perfectly safe to do. As soon as you release the button LSAS will work again. Cheers, Markus

Sam, open a support ticket with PMDG, they will be able to help you. http://support.precisionmanuals.com Cheers, Markus

Most airlines didn't have any data link option for en-route wind import when they operated the MD-11. It was a manual thing and yes it was always done on long haul flights. You don't have to do this during cockpit preparation, it is fully sufficient to do it during climb. Now you might say why do this, the average wind component gets me to the destination too. Yes it does, and fuel might be pretty accurate too. BUT - What about the other component: TIME. If you want accurate time predictions (remember: airlines usually have to keep a flight plan and have connecting passengers) you will want to have the specific en-route wind entered. - Something goes wrong: In case of a malfunction or more serious emergency en-route it might become extremely handy to have accurate fuel and time predictions too. So yes entering the average wind component might be fine for your simulation. But the real operations want to have more. And on the real MD-11 this was done manually for a very long time. Regards, Markus

Robin, just so that you know, wind input for individual cruise waypoints should work just fine, it is not something that is "not finished". Also it doesn't matter whether you put the wind into the FMC on ground or on climbout. Maybe post again your exact steps trying to enter individual wind and temperature. Cheers, Markus

What you see here is not the external view, you're in VC view but with the viewpoint shifted outside of the aircraft. You need to set EzDok in a way for it to go to the FSX external view for this camera position. Cheers, Markus

PUSH the knob first, this is the safest option and will give you present heading - or track. Then rotate and pull. Cheers, Markus

Edin, did you fill in the wind information for the descent forecast? Energy management on heavy aircraft can be quite tricky and needs the pilots to plan well ahead. The FMS is not always perfect on its calculations. The engines do have a flight idle setting so yes, that higher idle setting you see is perfectly normal. Cheers, Markus

With this sentence you just tell us that you have no clue what you're talking about, sorry. The Coolsky DC-9 uses the DEFAULT autopilot from Microsoft, therefore AP and FD are linked together, making the product totally unrealistic regarding to anything that has to do with automatic flight and FD guided manual flight. AP and FD in those days were NOT linked together, but the developer didn't want to code his own autopilot and FD, a fact that Flight1 marketing managed to hide very well. So this product could never be on a level with PMDG aircraft, or FSLabs or VRS, or Majestic. Programming a custom autopilot when doing an airliner add-on is one area that sets a developer apart from the rest, we need to be frank about this and name the ones who didn't but claim their add-on to be super realistic. Cheers, Markus

This was done to be consistent with the real aircraft. You can't release the parking brake by using the parking brake lever, you need to depress the brake pedals. Not quite correct. Pressing this button during take-off roll will cancel your flex thrust setting and give you full T/O thrust. Regards, Markus

Craig, quote from my MD-11 manual: So I suggest you do not interrupt the test Cheers, Markus