roundy

I was having problems with my ASUS P8P67 Pro motherboard (multiply restarts, not booting to Win7, etc.) and what fixed it for me was clearing the cache. Google ASUS mobos and cache clearing. Good luck.

I'm curious. Were you flying into Ontario, California? Ontario, Calif. is about 40 miles from the ocean and any significant marine traffic.

I've had good luck finding multi-stop flights by going to Flight Aware and searching a major Southwest Airlines hub under Airport Activity. Select a Southwest flight and you'll sometimes be suprised how many airports a single flight number will visit in one day. For instance, enter KJAX and the click on SWA 1783. That flight will visit 7 airports before the day is done.Good Luck,Don Bohr

My pleasure, Ryan. Glad to do it after all the work you've done for us.Don Bohr

Could it have been a WB-57? One departed Nellis AFB about 9:48 am today. If so, it was NASA 6 according to Flight Aware.http://jsc-aircraft-ops.jsc.nasa.gov/wb57/Don Bohr

Just downloaded the liveries I couldn't get yesterday. Thanks to all who solved the problem.Don Bohr

Sorry to say but this is the second day in a row I'm getting timeouts on the download portion of the site. Yesterday was the tutorials and today is the liveries.Don Bohr

I just checked the current chart and it looks like after LORTA the SID goes to BUNOR then PG501. After PG501 arrivals are to expect a radar vector to the final approach course.Hope this helps.Don Bohr

Retired air traffic controller, commercial/multi-engine, instrument, aspiring photographer.Don Bohr

ILS RWY 1R approach to KMCI (Kansas City Intl) SPICY - BARBQ - TERKY - SMOKE - RIBBSI think I'd get hungry just flying this appraoch.Don Bohr

What was you indicated airspeed? I've had the JS4100 overstress at about 252 knots IAS and all the parameters were running well below max. Once it hits the red warning band on the airspeed tape it's just about too late.Don Bohr

Merv:I just entered http://64.71.225.166/ and it took me to the PMDG home page. Clicked on My Account and ended up on the sign in page where I signed in successfully. I'm using OpenDNS. I really don't think it's PMDG's site.Don Bohr

Try the following:Go to OPTIONS-->SETTINGS-->DISPLAY-->AIRCRAFT-->On the bottom left of the window make sure that the "2-D PANEL TRANSPARENCY" slider is set to 0% (zero percent.)Hope this helps.Don Bohr

First of all, PMDG is to be congratulated for the excellent job done on the new B747-400X. I particularly like the new views and sounds that were built into the model. The aircraft is a pleasure to fly and to look at.However, there seems to be a problem in the LNAV/Navigation Display. My first flight in the

I'm having the tracking problem also. I noticed it on my first flight with the 400X on a flight from KSFO to PANC. Here's the scenario:B747-400XFFlight plan entered manuallyWeather set to clear (no wind)The aircraft flew over every fix and then started to turn. After initiating the turn it continued to diverge from the course line (sometimes as far as 8.8 nautical miles) than it slowly began to converge and reached the course line at the next fix where the whole process started over again.It seems to me that the FMC commands the aircraft to fly-by a fix instead of fly-over a fix. After the fly-by the logic appears wrong in that it does not command the aircraft to intercept the course and/or airway.I haven't done the same flight in FS9 but will in the near future.Don B.

Retired ATC/ATM, 61, active simmer, and working to become a professional motorsports photographer.

Absolutely correct. I should make sure that my brain is in gear before engaging my typing fingers.Don

Aloha from SNA to PHNLAmerican for LAX to BOSDon Bohr

I would guess the "Expect" altitudes are placed on an STAR because ATC issues those altitudes a great majority of the time, maybe as high as 90%. There may be occassions when a different altitudes are assigned (pilot request, slower traffic on the STAR, etc.) but I would bet that the assigned altitude would be higher, rather than lower, than 10,000. I just did some flight plan checking and it looks like the MIP STAR is a heavily used route from ORD with aircraft entering the STAR from over Keating (ETG).What we need is for someone to go to Chicage, buy a ticket on UAL to LGA, tune in Channel 9 on the Inflight Entertainment System, and take notes. I'd go myself but it looks much to cold in the east for this California boy. :-sun1 Don

Terry:If you want to send me your private e-mail address, I'll send you two files to show you what I [email protected]

Michael:I now see what you were trying to explain. We were working on different sides of the same page.I find it easier to amend the procedures myself, either through the FMC or within the SIDSTAR database. I've run into several other errors, the LOOP departure off LAX being a prime example. Eventually I'll get around to fixing the ones I know are wrong.Merry Christmas and a Happy New Year.Don

Michael:I hate to disagree, but there is no "at or above" 8000'on this STAR unless it is assigned by ATC for ATC reasons only. Pilots cannot arbitrarily use 8000'. Every altitude will be assigned by ATC. If ATC doesn't assign 8000', an aircraft cannot fly at that altitude. Note the restriction on the STAR: "For aircraft capable of 210K IAS or greater", therefore, in all likelyhood, this is a turboprop/turbojet STAR only and these aircraft will be descending for high altitude and not anxious to use 8000'.If Terry doesn't amend the STAR, I can do it and forward it to you.Don Bohr

If I may, I'd like to jump in here and add my comments.I'll begin by saying that I'm an Air Traffic Controller with over 18 years experience and a commercial/instrument pilot. Navigation (air and sea) is a hobby.The way I interpret the Milton Three Arrival to LGA from the latest data dated 12/23/04 (0413) is as follows:There are three restrictions on the MIP3 STAR - MARRC at FL180, VIBES at 13,000, and BEUTY at 10,000. There are no published speed restrictions except for the normal 250kts. below 10,000. The altitudes underlying the course lines (13,000 between MIP and LIZZI and 8,000 between LIZZI and DREMS, etc.) are minimum enroute altitudes below which an aircraft cannot descend if for some reason they are pulled off the STAR. The "Expect to cross" altitudes are published so pilots can plan for the descent. It would be my guess that aircraft are cleared to cross all the fix restrictions as published.I have also found that the FMC does not enter the proper speed/altitude restrictions but they are easily amended. If you want to take the time you can correct the problem in the SIDSTAR database.Don Bohr