neilbradley1

Thanks Mahler, that worked.

I have the latest version of ASN, but whenever I start it seems to be locked on 11 January 2015 at 1159Z and no matter what airport identifier is put in won't update the weather to the current date/time. Any clues? Neil Bradley

Guys, I re-tried the flight and Kenny's advice re the ground connections and that is solved. Yes I activated the flight plan. I have attached a screenshot and you will see that on the PFD the speed, altitude, heading, and FD areas are blacked out. On the ND the runway centreline and heading are not shown and on the EFIS again values are blacked out. Any clues now? Neil Bradley

I have the 737 NGX 800/900 installed from the Aerosoft DVD. I recently had to re-install FSX due to many problems. Today I tried a flight in the NGX but although I was able to do a circuit the following functions were not available. The speed and altitude values not visible although the selected speed and level values were indicated on the PFD. The FMC accepted the route but it was not displayed on the ND. On the 'Options/Ground Connections' page in the FMC, only the 'Set Chocks' function was available, the others were greyed out. Do I need to re-install the NGX? Neil Bradley

I have the 737NGX 800/900 installed from the Aerosoft DVD. Recently I had to re-install FSX. On my first attempt to fly the NGX I find that I am not getting a complete aircraft in that altitude and airspeed tapes do not have any values although the selected speed and altitude markers are displayed, the ND will not display the FMC route, On the 'ground actions' page only the chocks set option is working the rest are greyed out.Do I need to re-install the NGX or what? Neil Bradley

The terrain around NZQN, Queenstown in New Zealand's South Island is frightening even on a clear day. Add cloud to the situation, even a thin layer of stratus, and you have a potential for severe underwear changing. This video shows just how accurate the GNSS/RNP approaches into NZQN are. Enjoy. http://www.chonday.com/Videos/pilotnewzdalnd1 Neil Bradley

Hi JD, I know that you have made the right choice and that someday the work on RC5 will resume, but that will be in His time not ours. It has been a pleasure working with you and the team. Take care. Neil Bradley

It will be worth the wait. Neil Braley

Would be nice but with the B777, B747 rework and the DC6, this year may be taken up so don't hold your breath. :smile: Neil Bradley

In the real world aircraft of the NGX type are operating 99% ot the time in contriolled airscpace on IFR flight plans. At flight planning proposed level changes enroute can be indicated at specific waypoints. But a pilot cannot change an ATC assigned level without a clearance. It's a NO NO for obvious reasons so having the FMC automatically make alevel change would likely result in a visit to the regulators office for aplease explain at best, through to loss of licence to a mid-air at worst. Neil Bradley

Hi Joe & Jake, Thanks for the advice. I have an Nvidia 1G grahics card, 8 GB RAM, AMD Processor and 1TB HDD. I recently had to replace the ASUS motherboard and of course re-install everything and that's when I noticed the change. From what you are telling I must now be working in full-screen mode, (how do you change between the two modes?) whereas before I was in windows mode. Does this explain why the 'minimise' button on the menu strip is missing? Joe I tried moving the FMS to the second monitor and it worked. Thanks again guys. Regards from down under. Neil Bradley

My computer setup includes a 27" primary monitor and a 19" secondary monitor. When doing normal computing work transferring information from one screen to another works flawlessly. This was also the case with FSX until recently. Now when running FSX the secondary screen is blank (black). Can anyone assist with this problem? Neil Bradley

All states (countries) that are signatories to the ICAO (International Civil Aviation Organisation), and that includes just about everyone these days, are required to abide by ICAO's standards and recommended procedures. One of those recomended procedures is 'conditional (anticipated) landing and take-off clearances. States may choose to adopt or not a procedure. The US, Canada and possibly other states have allowed their controllers to use their judgement and use the procedure. My country, Australia,has had an on again off again relationship with this, mainly I suspect because we really don't have the traffic to need to use it, except for YSSY. Personally as one who has used the procedure I found it very safe and efficient as one thing it does is allow the controller to oversee the whole picture and not tend to concentrate on just one situation. My take on the seaparation standard is that for a landing aircraft the runway can be occupied up until the nose of the landing aircraft is about the cross over the runway threshold, at which time the runway must be his. I was once checking a tower controller at YPAD and approach had a B727 too close to a preceding DC9. The controller told the DC( to roll through to the end and expedite ( he wouldn't have made the taxi way without breaking very hard and almost stopping before the turn) and instructed the B727 'To contunue approach and expect a late landing clearance', which was given during the flare about 1,500 feet down the runway as the DC9 was vacating at the end of a then 8,000 foot runway. At the subsequent check debrief I asked him if he was ever going to send the B727 around? 'No' he said. Then I said at least clear him to land a lot further back and give him the position of the preceding traffic and let the pilot make the decision in regard to your bad judgement even if it was 'safe'. Neil Bradley

I think we have forgotten that all to often these days the bean counters have the final say in fleet purchases, and the best 'deal' on the day gets the cheque. Boeing is somewhat restricted in its dealing as a result of US legislation that was put in place after the Lockheed bribery scandal way back. Airbus has no such restrictions. I beleive that Qantas are some what envious of the actual operating costs and loadings being achieved by Virgin Australia across the Pacific with there B777's as to compared to Qantas's A380's. Two big engines compared to four very big engines. Re LHR-SYD, Virgin Australia I believe is in serious talks with Boeing on this matter. The problem is the westbound leg into the headwinds. Neil Bradley

Assuming PMDG somtime in the future produced an Airbus, if it was made to simulate the on-cockpit screen error messages posted when a failure occurs, if you don't have a type endorsement then goodluck in resolving them. Remember Qantas were very lucky that they had five type endorsed pilots in the cockpit during the A380 engine explosion incident, and still they were overloaded with error messages. The same was true of the AF A340 over the Atlantic. I'll stick with the current and ptoposed range of PMDG aircraft thank you. Neil Bradley