Jet Tech

Anthony,Did you happen to get a message on the FMC that said "reset MCP altitude" prior to your sched descent? You should have to reset the MCP Altitude Window to the the desired altitude for the next waypoint in order for the FMC to descend, as I understand it. If you do not change the Selected Altitude, the A/C will continue on at its present altitude indefinately.So far as Weather Radar goes, Doesn't work in FLY II. not a PMDG thing. won't work on any FLY II A/C. Hope this helpsRegardsPaul:-cool

Now I understand why they instituted Mandatory Drug Testingfor Aircraft Maint Tech's. :-lol WOW this guy must have really smoked some good crack the day he found all the added "Plumbing" I spent plenty of time in the bowels of many a plane and have yet to find any mystery plumbing much less anything plumbed through a Static Wick !! Paul:-cool

(i am considering it, but $25 is >a lotta money for a kid when your in college and you have to >choose between buying my books, eating, or flying)....right >now fly is winning;) hehe:-lol :-lol :-lolNow here is a person with his priorities straight !!FOOD, FOOD, We don't need no stinkin Food !!Enjoy the 777 and you can scrape up enough spare change I highly recomend the 757.Let me know what you would like to see from the 757 and I will be happy too post themRegardsPaul:-cool

Anthony,Did you install the 777 after updating Fly II to .230. I believe that you have to install the 777 and then re-apply the .230 patch to get it to work properly. Take a look at the anchor post regarding the installatio of the 757. It gives some guidance for installing the 777 as wellGood luckRegardsPaul:-cool

I think I can honestly say(without getting much of an arguement) that PMDG makes some of the best add-ons I have had the pleasure of using. No problems with either one performance wise and both are a pleasure to Fly. I personally have a preference for the 757 but only because I am biased. RegardsPaul:-cool

Chris,Personally, I would go to the next higher card. I would rather be a little Fast than Too Slow.RegardsPaul:-cool

Now this is gonna be FUN !!Paul:-cool

Mike,Glad to here your feeling better.Sorry to hear you don't want to join me turning wrenches on these beasts. There is just nothing like the smell of Jet "A" in your hair :-lol However I wish you the best of luck in 3D design and will be looking forward to the day you produce some Fly A/C or Panels.RegardsPaul:-cool

Hi Marc,The APU Generator switch should always remain on during normal operation unless you wanted to take the Generator off line for some reason (say like it was inop). The APU controller on the 757 automatically controls the generator keeping the "OFF" light extinguished unless the APU detects a problem with the generator system.In regards to the APU Bleed, you are correct, No Flow Bar in the window = switch off.RegardsPaul:-cool

WayneGlad to help.What A/C are you flying with the pressurization problems, I was assuming it was the Peregrine.RegardsPaul:-cool

Pete,Thank You, Thank You, Thank you :-jumpy :-jumpy :-jumpyMy Wife was actually part of the team that helped Launch "Shuttle by United" back in 1994 in SFO, so she will appreciate this.RegardsPaul:-cool

Wayne,Well based on what you have posted I would start by checking your keyboard assignments to see if the Elev and Ailerons are assigned keys in the Airplane settings portion of Key Assignments. They should have been set up to default to the arrow keys if I am not mistaken. I have used the keyboard when I was in a hurry to check out new scenery or some other new add on and it does work, but not very well. Also, regarding the Cabin Pressure Warning, Check the pressurization "Dump" lever on the lower center pedestal and select it to close.Good LuckPaul:-cool

Wayne,O.K., I'll bite. Why don't you want to use a joystick for a flight simulator program? Trying to fly an Aircraft in Fly using the keyboard is kind of like driving a car thru the window while running alongside. :) Unfortunately by the time you make a correction using the keys, you have overcompensated and it amplifies the more you try to correct it. I know its not a requirement, but unless you plan to fly with the A/P alone, A basic Joystick is kind of a must have. Good LuckPaul:-cool

Hey JimIsn't that the old saying for mech's"The Job ain't done until the weight of the paperwork equals or exceeds the weight of the Aircraft" :-lolRegardsPaul:-cool

Happy BirthdayPaul:-cool

Robert,Perhaps you hadn't heard. Our Turbines our externally lubricated :-lol . I can honestly say I have never released an A/C I wouldn't put my wife and kids on. RegardsPaul:-cool

Chris,In regards to question 1, the "release" is the flight plan filed by the company for the flight and also includes expected weight data, defered Maintenance items and usually weather info. This is all put together by the Dispatcher that was discussed on another post.With regards to A/C assignments. Major Carriers have to route A/C based on sched maint needs as well as defered maintenance restrictions so the chance of a pilot spending more than about 2 legs on an A/C are slim. Normally any time an A/C transits a Hub, there is the possibility of a plane change.As far as maint problems, the simple answer is Yes, but about 90 percent of these problems are minor and would never be seen by anyone but the flight crew. For example, I did a quick review of a 757 and found 23 items written up for maint in the last 10 days. Of those discrepancies, only 2 items were anything other than burned out lights and cabin seat squawks. To put this in perspective, in the same time frame on a 747-400 there were over 100 squawks with about 5 real problems. Analysis, Big Airplane, Lots of Maintenance. Little Airplane, Less Maintenance. :)Hope this HelpsRegardsPaul:-cool

Robert,Great story, amazing how you only get 7hrs pay for 13 hrs work.I love this part>I sit down with the logbook to review the health of the <>airplane and find that nearly a dozen minor write-ups have < >been entered into the logbook during the past ten days. <>This is an unusually low number, which causes me to <>notice further that the airplane was out of service for four <>days having a new set of props hung.

Can't Wait :-jumpyPaul:-cool

Marc,Beautiful Work,So you guys had an Airbus and a Three Holer in the works all along :)I really hope at some point your hard work and incredible panels find a way to pay off for PMDG in whatever Sim it may beYou guys are the BestRegardsPaul:-cool

Chris,There are indeed checklists similar to what Jon posted in the Flow Pattern thread yesterday however I don't know where you could aquire them. RegardsPaul:-cool

ChrisDispatchers set up the Flight Plans, Check Enroute weather, Work out weight and balance solutions and set Fuel Loads for commercial airlines. As I am sure Robert could testify, a good dispatcher is worth his/her weight in gold. So far as the wind component flying N to S or vice versa. I guess I would use a direct 75 kt crosswind for and average and see how the numbers come out. RegardsPaul:-cool

Pete,I like that one too but this is the one I was refering to[ http://www.airliners.net/open.file/208536/M/]If you have a slot in the paint hangar.By the way Pete, any word on when any of your fabulous repaintsfor the PMDG 757 can be releasedRegardsPaul:-cool

Pete,Looks Great !Any chance of doing the United Shuttle scheme ?RegardsPaul:-cool

Chris,This is the reason Airlines hire Dispatchers :-lolI 'm guessing the 75 knot figure is an average headwind for East to West travel. You will notice that airline timetables always allow additional time for the same route from East to West vs West to East to allow for the typical headwind component. I am sure there is a way to figure this manually but not without a lot of effort on your part. I assume you would have to get accurate winds aloft for your entire route and somehow average it, or figure it leg by leg. personally I would figure a 75 knot headwind and add a little contingency fuel just for good measure and call it good. Just my OpinionRegardsPaul :-cool