captdini

It's out!! Downloading mine

Short is more realistic. In short, by and large, the aircraft has the been electrically powered up, and pneumatics are available. APU will be running and online. Or Ground Power/equipment will be supplying the same. I would venture that in real life ops, this is what greets the crew when they arrive at the A/C. Ground/maintenance crew generally set up from "cold and dark" or "long" states to hand the aircraft to the crew in the "short" state

It's called being a real world pilot Just kidding, I know what you mean and I dream of the same thing too Great shots BTW Dinshaw.

News as on September 23rd: http://www.airdailyx.net/fsnewsbreaker/2015/9/23/simbreeze-continues-on-abu-dhabi

Hi Kay, If I understand your question correctly, are you asking about how to extend the magenta track line from the runway end till infinity? If so, then 1. just line select the appropriate RWxx to the scratchpad where xx is your landing runway. Whenever you line select a waypoint from the active legs to the Scratch pad, you will get an Intc course to? on the bottom right of the screen at LSK 6R. 2.Just enter the runway track there at 6R. 3.Line Select the RWxx from the scratchpad back to the LSK 1L to make it the active way point. You will get the magenta track line extending out to infinity from the Selected RWY end. Besides, the selected RWY will also have a dashed white line with a length of 14.2 NM (I think) as a RWY EXTN line. Hope this is clear and is what you were asking about? Regards, Dinshaw Parakh.

Dear Kyle, Thanks for taking the time to post your reply. As suggested, I will post a ticket on the PMDG site. I was under the impression that the members of PMDG are quite regular here and the support site was more with problems due to installations, performance, etc. Thanks for the suggestion Regards and wishes, Dinshaw Parakh

Dear Vernon, I dont think that should matter, because I am continuously turning the Altitude knob(mouse wheel) until I reach the MA Altitude. Besides, I can only scroll as fast as my mouse wheel, hehehe :smile: Dear Andrew, thanks for your reply. As mentioned above, there was no pause, just constant rotating of the knob until Missed Approach Altitude. Thanks for clarifying and alluding to the point that there might indeed be a flaw in the NGX logic. I hope the PMDG guys can look in to this and verify. With regards to point 2, I completely agree. I dont do it as a habit at all, because it is a bad habit. And kudos to admitting that, hehehe :wink: It's just that unlike the real world, simming is a single man operation so sometimes, it's just convenience. But with this bug, taking this shortcut is moot I guess :smile: Once again, thanks for your comments based on real world ops. Cheers, Dinshaw Parakh

Hi guys, At the outset, let me apologize for this lengthy post. I am describing a scenario where I feel there is a bug in the system logic on the NGX compared to the real aircraft. I was doing a raw data VOR approach the other day using V/S for descent from the FAF. Prior to reaching the FAF, the aircraft was correctly configured viz., approx 2NM from FAF, Gear Down, F15, Speed brake armed. The DDA was set on the MCP as I was doing a CANPA (no intermediate level off) to minima. FMA was annunciating MCP SPD, VOR/LOC and ALT HOLD as it should and v/s was armed in white which is correct. A/P was engaged. For whatever it is worth, Active waypoint in the LEGS page was RWYxx and a missed approach procedure was active. Prior to reaching the FAF, I selected landing flaps, set Vapp, completed the landing checklist and began the descent from 2500 feet which was the FAF crossing altitude down toward the DDA of 700 feet. V/S was adjusted to maintain the aircraft on profile. FMA correctly annunciated MCP SPD, VOR/LOC and V/S with A/P engaged Now the Boeing FCTM states that approximately 300 feet above the DDA, set Missed Approach altitude, in this case, to 4000 feet. My intention was to keep the A/P engaged just prior to reaching MDA, and then disconnect, recycle the FD's and land. Now this is where the system logic gave me a problem and I think is not correct. With the A/P still engaged and at around 1000 feet (300 feet above DDA) I started to change the MCP Altitude from DDA of 700 feet to the Missed Approach Altitude of 4000 feet. As the MCP altitude selector was going through approximately 1000 feet, V/S disengaged and ALT HOLD annunciated, thereby starting to reduce the Rate of Descent towards a level off. I initiated a Go Around at this point and positioned for another approach. I once again tried the same scenario, but this time I started to set the MCP altitude towards the MIssed Approach Altitude much higher at approximately 2000 feet. Once again, as the MCP altitude came close to the Aircraft Altitude, V/S disengaged and ALT HOLD engaged. I disengaged the A/P, readjusted the profile and stabilized by about 1600 feet and continued for a manual landing Having spoken to a friend of mine who is an NG TRE, he said this problem used to occur in the Classics, but is not an issue in the NG. He went on to say, in actuality, that after you begin your descent towards the MDA in V/S you can set the Missed Approach Altitude at anytime when at least 300 feet below the Missed Approach Altitude. I hope I have been able to describe the scenario clearly. Could I request one of the PMDG staff to replicate this and let me know if you are facing the same scenario? For that matter, if anybody reading this wants to try and replicate this and let me know what you find, I would be extremely grateful. While on the subject of system logic, another issue(very minor) I have come across is the logic of the Displays Control Panel Switch on the OVHD panel. When I do my preflight setup I set the current QNH and Minima (Baro) selector to Thrust reduction Altitude on the Captain's side. As a shortcut, I once put the CONTROL PANEL switch on the OVHD to BOTH ON 1. Correctly, the F/O's PFD also changed the QNH and minima setting to match the Captain's PFD. But once I moved the Switch back to NORMAL, the F/O's PFD showed the previous QNH and Minima setting. On verifying with my friend, this again is wrong because he said that after putting the switch back to NORMAL, the F/O's QNH and minima will not revert back to their old settings but will continue to remain at the changed setting after the switch was moved to BOTH ON 1. Can anybody verify this as well? If possible, I will ask him to video this on his next flight. Cheers, and once again sorry for this lengthy post. Regards, Dinshaw Parakh

777200LRF, I dont think it is anything illegal here. What Pete is doing is he is enhancing the experience for UT2 users. First off, to use his files, one would need to have bought and installed a copy of UT2 on their machine. UT2 also has a power pack which allows the user to add/modify/update etc their own installed AI plans and fleets. He has used this tool and added tons of latest updated fleets and plans and compile a new db which anyway is allowed legally by UT2. Besides, the models and liveries that he is using are all freeware that is readily available for anybody to download and use. This is exactly what Pete has done in my opinion. I would say it is no different from anybody else modifying, say, an AFCAD of a payware airport and putting it on AVSIM or any other site. God knows, we see enough updated and tweaked AFCAD's in the AVSIM library bringing a payware airport to more current and "realistic" parking positions, etc. Cheers, Dinshaw.

Pete, Downloaded your files from the link you sent. I cant begin to tell you how HAPPY I am with the new AI files. It has completely changed the environment in my FSX vis a vis the older UT2 schedule. Fabulous work mate and above all thanks so much for your generosity in sharing your hard work with us CHeers and best wishes, Dinshaw.

Hi Pete, Thanks so much, that would be awesome Cheers!! Dinshaw.

Hi Pete, How do I get your update? Much appreciated Cheers, Dinshaw.

Nice video. Enjoyed it Can you please tell me if you have any special setting for such a dark night ambiance? Would love to replicate it myself

Wow, that is a great setup Mike. Wishing you good health and hours and hours of enjoyment I am sure you have come across so many things in researching for your flight deck. Here is a link to control loading for yokes, if you have not seen it earlier. I am sure it will take your sim to a whole new level http://www.flightsimulatorcenter.com/Product.aspx?lang=ENG&ID=116b36bf-6d6b-45ac-bcc5-81fd47ad3b02&CODE=390455 Cheers and happy landings, DInshaw.

You can even try and research on Sim Avionics. I think FDS recommend them for their products.

Also look for a file by the author John Tavendale. His work is amazing and I am sure his rendering of the above livery will delight you. Dinshaw Parakh.

Greg, As Kyle mentions, ALWAYS believe the FMA, not the lights, buttons on the MCP. Imagine, if the bulb on the HDG SEL button has fused and does not work when you press it. That does not mean that HDG SEL is not engaged, because in all likelihood it is annunciated on the FMA. Remember FMA will always tell you what modes are engaged/armed, not the MCP. Another eg. is APP. When you arm APP, the APP button on the MCP will illuminate and LOC and GS are armed on the FMA in white. Once they are both captured the APP light on the MCP will go off. This does not mean that APP is not engaged any more. Your FMA will still show LOC and GS in green, meaning the AFDS is following the Localizer and Glide Slope in their respective Lateral and Vertical Modes. Regards, Dinshaw Parakh

Hi Kyle, Thanks for the previews so far. Would it be asking too much if you could post a few screenies of the Jet Airways livery in action? Thanks and Regards, Dinshaw Parakh.

Jim, Boeing SoP calls for the Controls check as part of the Before Taxi procedures just as Alex has stated above. It's common through all Boeing A/C if I am not mistaken. Generally Captain commands for the Flaps which the F/O sets as his Area of Responsibility and the Captain can concurrently do the Flight Control check which is his Area of Responsibility. Regards, Dinshaw Parakh.

Hahahaha, Thanks Rob, but I have a chair with wheels. Damn thing might roll away with the vibration and I would not be able to reach my toe brakes Cheers and happy landings in the real world Dinshaw Parakh

I totally understand where you are coming with this Martin. There is an easy tendency to float long with the flare. On another note, I also feel that there has to be a better "feedback" in terms of knowing when your main gears touchdown, especially on those "greasers". Maybe a shake of the view, or the sound of some rattle in the flight deck...something Cheers, Dinshaw Parakh.

Lovely Photos once again AJ. Why dont you buy the Thai Creations VABB scenery for FSX, if you intend to do any more flying in and out od Mumbai. It is very nice, except that it has some issues with terrain if you are using FSGlobal. But there is a workaround. Available at Simmarket Dinshaw.

Hi AJ, Thanks so much for the link, appreciate it ! Cheers and happy landings, Dinshaw.

Hi Kyle, First off, thanks for the reply. I am sorry, but maybe my statement was a bit misleading and ambiguous to you. I alluded to the AP as in Auto Pilot. Maybe you mistook it as a typo for AC? :lol: The height loss, gain, etc that I noticed was with the Auto Pilot engaged. I was not hand flying. Heck, I would not be writing this if I were hand flying and expect the aircraft to maintain altitude without any back pressure! Regarding the heading overshoot, my guess would be 3-5 degrees. Like I said I was in Flap 15 configuration and the speed was at F15 maneuvering speed. AFDS was in HDG SEL and the bank angle selector was not in Auto, I moved it to 25 degrees. I will try and replicate it later tonight. For whatever its worth, my weight was just below MLW at 221 Tons. Like I mentioned all the maneuvering was with the AP engaged and not while hand flying Regards,. Dinshaw Parakh

Forgot to mention I am using the Saitek yoke calibrated in FSUIPC. In the NGX, I dont get this issue Dinshaw Parakh