kmanning

I've notice that every time I place my plane at Gate A6 at KBHM, the SODE jetway is in the wrong position because the portion of the jetway that is connected to the terminal is not lined up correctly and it crooked. All the other jetways line up perfectly. It's only A6 that is not lined up correctly with the terminal. It does this in both FSX and P3Dv4. Why is this jetway attached to the terminal crooked? I would post a screenshot but there is no button here that allows for attaching images. Ken.

I also need to know if the FS2Crew button control for the Level-D 767-300 will work in Windows 10 before I purchase it. Ken.

I have wasted a lot of time trying to find the download link for the FS2Crew Level-D 767-300 for FSX. When I clicked on the link that is posted here to download it, there is no URL. I even went to the FS2Crew website and there is no FS2Crew for the Level-D 767-300 there. Why? Why is it that there is no URL for this download? Where can I download the FS2Crew for the Level_D 767-300 for FSX? Also, I want the button control, not the voice. Ken.

He is not asking how to save a cold and dark state. He is asking how do you put the plane in a cold and dark state. You have to put the plane in a cold and dark state before you save it. Also, the Introduction manual DOES NOT explain how to put the JS4100 into a cold and dark state. It explains how to save a cold and dark state in a file, and I DO NOT advise doing this as this WILL create problems. Ken.

Hi Most of the time, I fly my simulator at night, and I usually set my simulator for the Summer season during the daylight hours. I change the month to the current month and now I no longer get the error message. But I have always set it for the summer season in the past and I don't recall ever seeing that message. The correct month cleared up the problem but the time has no effect on it. Even though it's night, I can set it for day light hours and it works okay. But as I said, I have not had this problem in the past, and now all of sudden, it comes up. But the message is gone now. Ken.

Hi Robert, Have y'all thought about developing the new PMDG MD-88, which is the 80s series of the DC-9. I've bought a few of these, such as the MD-82 or 83 from Just Flights, or something like that, but they're not that great. Some of the switches and controls do not really work and their flight characteristics is not that great either. I sure would like to have a PMDG version of the MD-88. Ken.

Hi, I have the latest cycle installed but the FMC is still saying "Nav Date is out of Date." The FMC show the correct cycle and the active dates, which is from April 28th through May 26th. I use the Navgraph Date Manager to install these updates. So, why am I still getting that message "Nav Data out of Date?" Ken.

HI all, I want to know why the nav radio in the PMDG 737NGX only shows 4 digits instead of 5. What I mean is that, for example, if the ILS frequency is 110.75, I can only dial in 110.7. There is no hundredth digit. All the digits were there at one time and now all of a sudden, it's missing a digit. What's the problem? Ken.

Hi Peter, Yes, when I press the APU on the AIR panel, the APU Available light does stay lit. The APU Start/Stop switch on the APU overhead panel does not go from ON to OFF. It just stays ON. Even after I taxi to the runway for take-off, which takes about 5 minutes if not more, the APU switch on the overhead panel still says ON. Ken.

Well, I've tried those suggestions and the APU is still not shutting down after I press the APU on the AIR panel. I start the APU by using the APU PWR switch on the electric panel. When the APU is available indication is shown on the IECAS, I press the APU on the AIR panel. Then I start the engines. After all engines are running, I press the APU on the AIR panel. But the APU continues to run and there is no blinking or flickering lights on the APU overhead panel. Something is not working right. Ken.

Thanks Guys, I remember a couple of times I did press the APU PWR switch after pressing the APU on the AIR panel. If I remember correctly, I think Ruud Bakaar stated that the APU is automatically switched off by the environmental system from the ITVV MD-11 video. So I must have been switching the APU back when I pressed it again. So, all I need to do is press the APU on the AIR panel. I'll try that and see what happens. Ken.

Hi Peter, Before engine start, what I do is press the APU PWR switch on the electric control panel. Then on the AIR panel, I press the APU button, which I assume is for the bleed air. After the engines are stabilized, I press the APU on the AIR panel. But I may be forgetting to go back to the electric panel and press the APU PWR switch. So, I need to remember to go the electrical panel and press the APU PWR switch, correct? By the way, am I pressing the correct switch on the AIR panel? I thought that's what the manual said. Ken.

Hi, I want to make sure I'm correct about something here. After the engines are started up and stabilized, am I supposed to shut down the APU myself or does the environmental system shut it down? I always thought the system shuts it down automatically but when I checked the overhead panel, I noticed that the APU would still be running and I have to shut it down. Ken.

Hi William, Here's another one that's strange to me why they would list these weights differently. Is the principal here still the same? These weights are from the Wilco PIC 737-300: Aircraft maximum weights from the aircraft.cfg file: Max Taxi Weight: 135,500 lbsl Max Take-Off Weight: 135,000 lbs Max Landing Weight: 114,000 lbs Max Zero Fuel Weight: 106,500 lbs Aircraft Maximum Weights from the Manual: Max Taxi Weight: 131,000 lbs Max Take-Off Weight: 130,000 lbs Max Landing Weight: 114,000 lbs Max Zero Fuel Weight: 105,000 lbs Ken.

Okay. I think I understand it better now. I've always interpreted the maximum gross weight as the maximum take-off weight of the aircraft. I've noticed right next to this, it says max ramp weight but there's no value listed. So, is the 633,500 lbs the max ramp weight of the aircraft? I figure it must be since during taxi, the fuel is burn down to the maximum take-off weight of 630,500 lbs. That's quite of bit of fuel to burn during taxi, and I guess the MD-11 would burn about 3,000 lbs if it had to wait in line at busy airports. Am I understanding it correctly now? The reason I ask about editing the PMDG MD-11 load manager is because since there are different weight specifications for a variety of MD-11s and different ZFW values, one could edit that. Ken.