kevinh

If there's no entry for it then I think it defaults to settings in cameras.cfg which is located where FSX.cfg is.

At lower RPM engines have stability bleed valves and variable stator vanes to prevent things like compressor stall. If you slammed the throttles from idle there is a risk a bleed valve might not close or the vanes might not open and that engine would accelerate slower, leading to a thrust differential at takeoff thrust. So the usual procedure let the engines stabilise at around 60% (also known as standing the throttles up) to ensure bleeds are closed before setting takeoff thrust.
 
If you run ignition continuously the whole flight the igniters will soon wear out. So you use ignition in critical phases of flight and when a flameout is likely (in cloud or precipitation).
 
If you save the panel state after each flight and restart from that state, fluid loss will be carried over.

This isn't the answer, but you've marked it as the answer which is very confusing.
 
The problem is probably related to the way FSX remembers any changes made to tail numbers, flight numbers, etc. These are recorded in numberical order at the time the livery was installed. If you delete and add liveries the OC updates the aircraft.cfg file but not these state files. So things can get out of sync. The solution is to manually delete the state files, which will regenerate automatically.
 
Copy and paste the following line into the start menu search bar:
 
%appdata%/microsoft/FSX/simobjects/airplanes
 
Then scroll down to the PMDG folders folders. In each aircraft version folder you will find a file called state.CFG. Just delete it and that will let the system reset itself. 

For dispatch you use Landing Distance Required. LDR already includes the necessary factors. If there is sufficient runway available, as there is in Simon's example, you can go.

The 777 lights are already much better than default. There isn't any point in attempting to improve them.

I don't have PFPX, I use Simbrief and that can export wind forecast data in the same format as ASN. I would expect the PFPX option to export forecast winds is what could be used by those who don't have ASN.
 
Like the OP I used to use FSrealWX Lite for weather with Simbrief for planning which worked well. I only invested in ASN when the WXR functionality was added to the 777.

The nosewheel steering angle limit is set by changing this entry in aircraft.cfg:
 
[contact_points]                                           // IAS values increased
point.0=1,  40.823,   0.000,  -8.191,  1100, 0, 1.125,  60.0, 0.714, 1.31, 0.725, 8.0, 7.5, 0, 245.0, 335.0

Increase it from 60.0 to 75.0 for more realistic taxying.

Steve,
 
Shopmate appears to be mainly there to get around the problem that some US companies only ship to US addresses. Rather than try shipping a small item, why not price up the cost of shipping the manuals. You may well find it won't save you much over Fedex to your address and you will still have to pay the cost of Fedex shipping to shopmate's US warehouse.
 
You aren't the first person who has asked about international shipping costs for the manuals. If you search the forum you will almost certainly find the official answer from PMDG to your query. but it will be very much along the lines Dan has posted.
 
As for the other suggestions, printing locally is a complete non starter. For the same reason you can't print your PDF manuals.
 
Personally I find the searchable PDF format much more useful than a hard copy, and it takes up no space. The only manual I would like in hard copy form is the QRH, but that's nearly $250 for a colour copy. Way out of my budget for the use I might get out of it.

There is also a freeware autosave utility called FSXsave which performs regular flight saves automatically. I find it very useful.

Changing to zoom will alter the fringe effects or even make them disappear. Obviously the more you zoom in the more pixels there are in each DU. The angle you are viewing the DU at also affects the fringing pattern.
 
I have found that if I turn down the DU brightness so that the background is black the fringes disappear. I assume they are a result of the way DU lighting is simulated.

Are you using Ezdok? That can cause things like that. Try re-running the Ezdok set up tool.

The point about the throttle is that on the 777X if you don't retard your hardware throttle to idle during descent that can mean N1 might not be able to go to idle, which could reduce your descent rate. That might be a bigger problem below 13000 ft because the aircraft has to decelerate to 240 knots before 10000 ft. If it can't slow down properly due to excess thrust it won't be able to maintain the vertical profile.

You need to set momentum effect=false in cameras.cfg and set all the values under [DynamicHeadMovement] to 0.0 in fsx.cfg. If you do both, things will improve. You will at least get rid of the excessive movement with acceleration. You will still get the unavoidable VC eyepoint drift with heading but this is much slower movement and won't affect you if you aren't turning. 
As for EZdok, I've reinstalled FSX recently after updating to Windows 7 and haven't yet reinstalled it. So far I'm not missing it. I used to disable all the random and dynamic head movement anyway and just use it for panel view selection.
 
While it's true that motion does affect you in real flying, in practice you have physical knobs and pushbouttons to select so can easily touch and rotate the controls. Also you can brace your hand against the panel as in Kyle's photo. The mouse can't do that and the clickspots drift off annoyingly. I find the 777X and NGX clickspots are very well laid out and easy to use, but on the MD-11 they are very hard to find and keep track of. Especially when you need to push and pull knobs as well as turn them.

Not everyone wants to fly online. I use FSX ATC but flight following isn't any use. You need to create your flight plan externally from FSX, save it as an FSX flight plan and if possible as a PMDG route. Then on FSX you can open the FSX flight plan and request IFR clearance which will produce ATC vectors close to your flight plan. You will also have a company route to load in the FMC.
 
You can use free websites like routefinder to create such flight plans and simroutes or simbrief to save flight plan files in FSX and PMDG formats.

I tend to ignore FSX ATC after departure and then tune it again after commencing my descent. You can do this by acknowledging a frequency handover after departure but not actually doing it. ATC just waits for you to call in and won't dump your IFR flight plan. If you do this before reaching your initial cleared altitude that will remain your cleared altitude for the descent. So you descend when you want and ATC picks that up from there. Then just follow FSX vectors when it assigns an approach and runway. I find this works really well. FSX ATC isn't great so don't feel obliged to follow it exactly. Just use the bits that suit you.
 
Good luck.

I'd go the other way around. Read the FCTM first to get the operational overview. It's not called a training manual for nothing. Then study procedures in FCOM vol 1, referring to vol 2 for systems detail.

With no STAR available you need to vector yourself onto an intercept heading, about 30 degrees off the runway heading, aiming at the final approach fix (the waypoint on the ILS begining "FF"). Use the ND map to help you steer to this approach angle using HDG mode. For EGNT 07, you would want a heading of either 040 or 100, depending on which side you approach from. For EGNT 25, the heading should be either 220 or 280. With an approach like this, the autopilot has a chance to capture the localiser properly, with no large heading changes required.
 
The autopilot isn't magic, it has to be given a chance to work properly. The localiser capture law assumes that the intercept heading will be within such limits, it will not work properly if they aren't.
 
The other thing you need to check is that the ILS course is correctly set. It must be the same as that shown on the FSX map. If you aren't sure, the NGX has an option to let it set this for you automatically (the real aircraft does not do this).

Your AOA is far too high, even in the first shot, so I can only suggest the weight in the FMS might be set wrong. If it is low that would mean your reference speeds are also too low for the weight you actually have.  You seem to have quite a lot of fuel for landing, 56900 lbs.

According to the manuals available at www.smartcockpit.com the parking brake is part of the emergency braking system, supplied by brake accumulator pressure.  Pulling the handle will apply the brakes, either in an emergency or for parking, no need to press the pedals as well. The park brake handle is held in place by a mechanical ratchet system, the further it's pulled the more pressure is applied.  This is quite unlike the Boeing style of parking brake where the parking brake lever basically locks the pedals in a deflected position, as well as closing off the brake return line.
 
Well worth a visit to that web site to download a wide selection of manuals for the J41.

I also use the brilliant simroutes site to create FSX flight plans, but there's no need to edit them outside FSX. When you load the flight plan in FSX select the edit tab, change the cruise altitude and save the plan again before hitting OK to activate it. 
I also save the PMDG rte file from simroutes to the PMDG flightplans folder. Then you can open a company route in the FMC rather than type it in. Feels more realistic to me. I always ignore SIDs and STARs in simroutes and add them in the FMC when I know the runways in use.
 
I don't have Airbus Extended but I don't see why the same FSX flightplan technique can't be used.
 
For departures I ignore FSX ATC heading commands but follow the altitude clearances. Same for arrivals. FSX has a habit of vectoring your approach in very strange detours.