guy

Thanks for the answer ! Guy

Great work as always from Pmdg ! Just out of interest a question from a programming layman:: "Initial release will take place on the X-Plane platform, with FSX/FSX-SE and Prepar3D versions to follow." Is it possible to recuperate some of the X-plane coding or programming for FSX or will the Fsx version have to be redone from scratch? Guy

"They will be extremely slow so allow plenty of time" I have done the test; Flaps 0-20 Extension Primary mode : 35 seconds Secundary Mode : 210 seconds (with full slats) Alternate Mode : 150 seconds (with slats mid-range) Thanks again for the answers: Guy

Paul, Thanks for the answer. "Alternate mode is used if the FSEU is failed and uses limit switches on the flap pdu to set flaps 20" Had to "google" it : PDu = Power drive Unit. So that confirms that SECondary needs the FSEU while ALTernate does not. Guy

Hi, Thanks for the answer; I had read everything about flaps/slats in the FCOM but I hadn't consulted the QRH. So the answer to my question must be that the Flaps SECONDARY mode needs the FSEU (Flaps/Slats Electronic Unit) while the ALTERNATE Mode does NOT need it and bypasses it in some way ! Guy

Hi all, The flaps/Slats on the 777 are operated normally by Central HYDRaulic System.(primary mode) If I understand well, When HYDR SYST C is off one has two options: -Use SECONDARY Mode by simply moving the FLAP LEVER (as if all was normal) Flaps are then moved by ELECTRICAL motors and SPLIT flaps appear on the Eicas, Flaps extension will be very slow, but one can extend them up to 30° -Use ALTERNATE Mode by arming the corresponding Button and setting EXT, Flaps are then moved by the SAME (?) ELECTRical motors and SPLIT flaps appear also on Eicas. Flaps extension will also be very slow, but one is limited to 20° and has no Asymetry and Uncommanded motion protection, So My questions is: As both modes use the SAME electrical motors and as the Secondary Mode offers more advantages than the Alternate mode, in what case would one USE (or be obliged to use) the ALTERNATE Flaps ? Or otherwise: Which is the FAILURE where SECONDARY mode does NOT work any more and ALTERNATE Mode still works ? Thanks in advance. Guy

It was Belgian Tv and only ONE MONTH ! During this month he had first to learn the PPL-theory and SOLO on a small aircraft (Cirrus) and then he passed on to the 737 full motion sim and after that to the real 737 ! All that in ONE month time ! I posted the video already above: Guy

"An accomplished C172 sim pilot arranged to takeoff and land a C172 - with an instructor sitting at his side! " Here is the corresponding video: Other interesting videos: 15 year old simpilot lands 737-800 in a full simulator: But there are still DIFFERENCES between full-simu and real plane ! A Belgian journalist without any aviation knowledge learned to fly the REAL 737-800 in a crash-course in only 1 Month time: Guy

For their A320 Project Airbus had done two models the old one WITHOUT wingflex and the new one WITH WINGFLEX. Imho they modelled wingflex quite well. I had compared the two. In WiNGVIEW the difference is almost NOT visible. But in OUTSIDE view Wingflex is MORE visible. Some shots to compare: Wingview WITHOUT wingflex: Wingview WITH wingflex: Outside WITHOUT wingflex: Outside WITH wingflex: In direct comparison the non-wingflex model seems a little odd at first in outside view, that's true. But once you are used to the non-flexing wings, you don't see it any more. At least that is my case . :smile: Btw, I have seen NO noticable difference in frame-rates between the two. Guy

Just for the case you don't know: there is a specific and native FSX model : http://library.avsim.net/search.php?SearchTerm=tom225x.zip&CatID=root&Go=Search With this model everything works well here. Guy

Hi, The outside and also VC textures of the Q400 can appear BLACK on older (32 bit) systems This can be solved completly by downsizing the outside textures Q400ext1/2.bmp and also the VC textures Vcpanels.bmp and Q400vc1.bm . (using Dxtbmp program either reduce pixel size or simply transform to Dxt5 ). see thread: http://majesticsoftware.com/forums/vanilla/discussion/bookmark/1164/ESLG8OV81TIF?Target=discussion%2Fcomment%2F7054 Hope this helps. Guy

To complete this thread : Best is to use AUTOTUNING for ILS FREQUENCY setting In ARCDU push Button corresponing to ILS (Nav1) and then EXP, then set FMS AUTOTUNE When Approaching the Destination AIrport (about 50nm) "ARM APR" and then "TUNE APR" will appear in the NAV page of the FMS. Pushing the corresponding button will set the right ILS frequency then AUTOMATICALLY. Guy

The navdata of the Majestic Q400 are actually stored at Simobjects\airplanes\mjc8q400\nav\nd.mdb This is a Microsoft ACCESS data base file. To consult it you must have MS Access (license) or one of the MDB file readers that you can find on the net (google ".mdb files") The file I gave erroneously above (Fsx\Navigraph\Navdata) belongs to The Coolsky Super MD80. But the data should be the same as they are both coming from Navigraph and correspond to the real world AIRAC cycles. Guy

Hi, The Q400 uses the navigational data from NAVIGRAPH: http://www.navigraph.com/FmsDataManualInstall.aspx Navigraph uses the Real World AIRAC cycles (28 days): http://en.wikipedia.org/wiki/Aeronautical_Information_Publication You can also update the data via Navigraph. As I said already above you can look up the frequencies for an airport in the AIRPORTS.txt file of the Navigraph data base. On my installation it is situated in the MS FSX\Navigraph\Navdata folder For EHRD 06/24 I see as frequency : 110.90 Guy

yes the frequency is the problem. I had the same problem now. For LSGS rw 25 you must use the frequency of the Navigraph db which is 110.70 (instead of 108.35 of fsx) If you are well configured at ALETO (flaps, speed down) the Q400 flies this spectacular approach very well ! Btw, same thing for LSZA Lugano rw 01: Use 108.90 instead of 111.50. You can look up these frequencies in the Navigraph\Navdata\airports.txt file The Vor MOT seems not to be at all in the Navigraph\Navdata\Navaids.txt file Guy

"There really is no point fighthing over this." WELL said ! :smile: Interesting discussion (and confirmation) of this on PPRUNE: http://www.pprune.org/tech-log/508355-vertical-speed-selected-airbus-boeing.html Guy

http://www.youtube.com/watch?v=iQUROnMm7KA http://www.youtube.com/watch?v=OHdNGUp-TTg

777 AND 787 have one TYPE-RATING. More details on the 777 and the differences can be found for example here: http://www.easa.europa.eu/certification/experts/docs/oeb-reports/boeing/B777%20JOEB%20Report.pdf The details and differences concerning the 787 are here: http://fsims.faa.gov/wdocs/fsb/b-787_fsb.pdf Also very interesting on the differences 787/777: http://www.pprune.org/archive/index.php/t-484944.html Good read ! :smile: Guy

On APPROACH, you need not trim for configuration changes, but again you must TRIM for Speed. (on MANUAL only as on autopilot trimming is automatic) See 777 FCTM Chapter 5 Approach and Missed Approach page 220 VISUAL APPROACH Downwind and base leg: "Extend landing flaps before turning final. Allow the speed to decrease to the proper final approach speed and TRIM the airplane" Visual approach - general: "Once the final approach is established, the airplane configuration remains fixed and only small adjustments to the glide path, approach speed, and TRIM are necessary" Happy landings ! :smile: Guy

From 777 FCTM : chapter 1. general Information page 70 : Electronic Flight control System: "the system MINIMIZES the airplane PITCH response to thrust changes, configuration changes, turbulence and turns. Thrust changes no longer need to be countered with a column input. ... The pilot still needs to trim for speed changes." Chapter 7 Maneuvers page 277 Acceleration to and Deceleration from VMO "Begin the maneuver at existing cruise speed with the autothrottle connected and the autopilot disengaged. Set command speed to VMO. As speed increases observe: • nose DOWN TRIM REQUIRED to keep airplane in trim and maintain level flight ... When the overspeed warning occurs reduce thrust levers to idle, set command speed to 250 knots, and decelerate to command speed. As airspeed decreases observe that nose UP TRIM is REQUIRED to keep airplane in trim and maintain level flight." So what ? :smile: Guy

The C*U LAW is quite well explained in this thread from Pprune: http://www.pprune.org/tech-log/470643-b777-pitch-control.html If you want to see the REAL COMPLEXITY of that law you can also study the patent definition. The adress is given in the same thread: http://www.patentstorm.us/patents/6158695/description.html You can have it as PDF here. https://docs.google.com/viewer?url=patentimages.storage.googleapis.com/pdfs/US6158695.pdf Good read ! :smile: Guy

It IS a bit confusing ! :smile: Another extract of the same chapter: "While IN FLIGHT, the pitch TRIM switches on the Captain’s and First Officer’s control wheels do NOT directly CONTROL the horizontal STABILIZER as they normally do on conventionally controlled airplanes. When the trim switches are used in flight, the pilot is actually requesting a NEW referenced TRIM SPEED. The airplane will pitch nose up or nose down, using the elevator surfaces, in response to that reference airspeed change to achieve that new airspeed. The stabilizer will AUTOMATICALLY TRIM, when necessary, to offload the elevator surface and allow it to return to its neutral surface when the airplane is in a trimmed condition." So when you use the pitch trim switches INFLIGHT, you do not directly trim, but you set a referenced trim speed and stabilizer trimming itself is then AUTOMATIC. So TRIMMING is REQUIRED (for speed changes) but it is in fact an indirect trimming. :smile: Guy

Just for your information, if you are interested, you can equip the Opensky 777 with a COMPLETE (and FREE) 777 panel with Vc having ALL the functions Lnav, Vnav, Flch , the Eicas synoptics (elec, hyd.,fuel...) , electronic checklist etc. :smile: More details in this thread: http://forum.avsim.net/topic/413747-best-777-aircraftvc/#entry2717742 PS: This panel works only in FSX though (i had not seen that this thread was Fs9, sorry ) Guy

This product is in it's present state neither excellent nor realistic as said above. It is well flyable and has a NICE model and to some degree it is also ENJOYABLE, but ONLY if you can live with the many FLAWS. Some examples (latest version V0.66): - take-off speeds often bizarre (much too large gaps between V1/Vr/V2) - cockpit is from A320 - cruise speed is from A320 (M0.78 instead of M0.82) - Light Roll oscillations on cruise - Managed descent entirely with 230-240kts (and the engines spool up): this is completly unrealistic as on the real one managed descent is done with speeds up to 320 kts at idle thrust - Cost index (CI) has also no influence on descent speed - Before Take-off/Landing memo missing - Nose up attitude wrong (much too low) in all phases of flight, climb, cruise, approach (was right in V0.65, but is wrong in V0.66) - Automatic managed speed setting on approach phase wrong - Retard call very often missing (always on autoland) More details here: https://blackboxsimulation.zendesk.com/entries/23999351-A330-issues-v-0-65-and-v-0-66- Guy

It is flyable and the model is NICE, but the list of FLAWS is quite long ! You can read my detailed comments here (Vo.65 and latest V0,66): https://blackboxsimulation.zendesk.com/entries/23999351-A330-issues-v-0-65-and-v-0-66- So, enjoyable only if you can live with all that ! :smile: Guy