oskrypuch

I'm post SU15 as well, and in my situation I can use the test app to fully access my MCP, EFIS & COM. But it will not connect to MS2020, and of course will not control or display what is going on. I tried a windows uninstall of the CPflight app, and reinstalled, no difference. Is there a separate "driver" for CPFlight to uninstall/reinstall? Running the connector, it never shows CONNECTED. And trying to hit CONNECT a second time, it says COM port already assigned. There is no answer at home, at CPFlight. It has been a week or two. Maybe the boys are out having a long espresso. * Orest

It is best to remove UAC altogether on your FSX machine. It will step around a lot of headaches for you. * Orest

Hans, Is the engravity unit monotone or color? * Orest

There is a CPFlight 737 EFIS "EL" model, for sale on eBay, searching on CPFlight will pop it right up. If this is not an appropriate post here, please fold, spindle or mutilate it as required. * Orest

David, You will enjoy the 737NGX, once you get it set up. How are you doing? * Orest

I am now a big fan of SSDs, at least modern, fast SSDs like the OCX vertex 3. My main FSX computer, I have migrated to an SSD for D: (FSX and add-ons drive), main drive C: (system) currently a WD Caviar -- I am about to replace it with an SSD. Previously I used a Raptor for the FSX drive, it is sitting idle at the moment. I also have two Tb caviars in a RAID 1 (mirror) format as drive E:, which is used for backups of multiple computers on the network. Windows 7 has native TRIM support which largely removes the issue of stray assigned groups of sectors, which otherwise can whittle away performance and available space. SSDs are limited in write counts, but this is unlikely to be a factor in the normal life of the drive/computer. Although initially gun-shy on SSDs, I am in with both feet now. Though they don't make a huge improvement in in-sim performance, startups are much faster, and then run much cooler too. All our laptops are now equipped with SSDs. The only down side is the cost/Gb, but that is coming down fast too. * Orest

Well, third leg done, I'm in Augusta Maine, 5000ft runway. Flaps 40, and didn't waste any time putting it down. Austin Texas next. * Orest

Dennis, Yes, I wanted to sort it differently. In any case, have my own spreadsheet now. (posted upthread) BTW, great idea, thanks for posting. * Orest

I had a look, couldn't find the setting, where exactly? * Orest

OK, here is the US spreadsheet, once downloaded you can sort it any way you wish. Most of the data copied for the kind contribution above. I have included CONUS only, and have not populated lat/long and distances, perhaps someone else can do that. Where the actual capital does not have a civilian airport, the closest major airport is listed in the Other column, but the actual Capital is still listed. https://docs.google....cWU5U0dCcE1XeEk THEN, select File | download. As I go along, will be putting in the flightplans. * Orest

Which language, would you alphabetize in!? * Orest

Dennis, You should upload or link in the spreadsheet. * Orest

Now, do them in alphabetical order of the state! A whole new adventure. * Orest

Helena looks to be a breeze. But, Carson City is a nasty CTL (no straight-in) GPS approach into a valley. * Orest

Chris, I have the MCP-EL and matching EFIS-EL. Love it. BUT, there is something not right with the MINS and BARO setting knob functions on the EFIS. Instead of the values changing smoothly in the sim, like all the other functions on the EFIS & MCP, they change inconsistently and with short "jerks", and even sometimes start to change in the opposite direction, from that expected given the direction you are turning the knob. In other words, I may be turning the knob clockwise, and the value decrements! It is as if the EFIS control panel is by error sending alternately a Rotate RIGHT (increase value) and occasionally a Rotate LEFT (decrease value) command, while I am only turning the knob to the clockwise, to the right. Of course, it should then ONLY be sending a Rotate RIGHT (increase value) command. Do you see this behavior? This is with the latest driver. I thought it might be a driver fault, but I am now wondering if this is a hardware flaw in my unit? Really appreciate if you could let me know if you see this??!! * Orest

Yay!! :dance: Yay!! :dance: Yay!! PMDG737NGX - Add mip functions - Correct POS button bug on CP EFIS - Add Syncro knobs value also during the flight - important for F2Crew users - Some minor optimization CPFlight NEWS! Downloading! * Orest

Yay!! :dance: Yay!! :dance: Yay!! PMDG737NGX - Add mip functions - Correct POS button bug on CP EFIS - Add Syncro knobs value also during the flight - important for F2Crew users - Some minor optimization CPFlight NEWS! Downloading! * Orest

Indeed, it will show: FUEL * Orest

Well put. How are you doing Bill? * Orest

Speedbrake usage is not recommended with any flap extension, and it is generally forbidden with flaps greater than 5 deg. Speedbrakes + flaps can result in pretty severe wing pertubations and wild noise if you do. If you need to slow down/descend with flaps greater than 5 deg, then you will generally be using your gear/further flap extension to accomplish that. Typical profile is an optional flaps1deg/210knts on the "downwind", flaps 5deg/180knts for the intercept, glideslope alive or 9nm - gear down, flaps 15deg/160knts, then flaps25deg and 30deg and Vref as glideslope passes midscale. If you need to be faster at the marker, say 170 or 180 knts, still advance the flaps on schedule, but keep the speed high with SPD intervene. Many airlines limit use of SPD to the final segment only, as unlike VNav, it gives no stall protection. If ATC is calling for 210 knts to the marker, just say unable. * Orest

When you are coming in on approach, you should really be preparing for the transition to a go-around. If all goes well, you land instead. In the sim you can cheat a bit, with no real consequences, but why do that. * Orest

Your advice was helpful, no doubt. I just wanted to mention the rest, in case you were not aware it. * Orest

Sean, Changing the eyepoint will step around this FSX limitation, by moving the projected image element above the windshield/wiper edge. Turning the Landing & taxi lights OFF, will fix the problem fully. The image can then appear overlaid even over the windshield/wiper edge. This limitation is noted in the release notes, and is related to the 3D volumetric lighting that PMDG implemented. * Orest

Follow Paul's suggestion. In short, a circle to land procedure is used where the approach guidance brings you in offset from the extended runway line by more than 30* (more than 15* if RNav), or if a rapid descent rate would be required in the final segment. With terrain obstructions, offset approaches and/or steep final segments are common. A CTL can also be if you land on a runway different from the runway that you flew the approach for. A circle to land is not necessarily to another runway, but it can be. An example of the latter, is flying the approach to say ILS23, but landing on runway 5, because there is no ILS on rwy 5 but there is a low ceiling, and the winds are strongly from the SW. You use the ILS23 to get below the ceiling, then with the airport environment in sight you CTL to Rwy 5. Also there is the classic example of KMDW, ILS 31C, CTL Rwy 22L. This is due to new building in the downtown Chicago area putting the ILS 22L out of action. A Circle to Land procedure with low ceilings and vis, is potentially the most dangerous approach to fly. Most airline SOPs forbid them. Happiy RNP RNav approaches are getting planes into many runways, that were tricky to reach otherwise. * Orest

Didn't one of the original FS2Crews (LDS?) allow the FO to do the takeoff, and some other segments? * Orest