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About xkoote

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  • Birthday 02/18/1977

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    MD-80 Captain
  1. I dont understand your comment. Dont know what type you fly but on large airliners you dont use the rudder during normal flight. Only in engine out scenarios. I'm sure the OP understands that. Of course you can react to the fact that tue rudder pedals are needed in certain cases however I preferred to keep it obvious and relevant.
  2. You don't need autorudder. In flight you don't need the rudder anyways. On the ground, use the keyboard rudder shortcuts. (Ins and Enter I believe) to taxi around.
  3. That username. Is it related to a certain 777 operator? 😊
  4. Are your engines running?
  5. Remember also that one is the Empty Weight and the other the operating weight. The latter is most probably what PMDG selected as the average weight of 777's configured with all crew, their luggage and additional more complex seating configuration. Which all adds weight. As said before... weight and balance section has the more correct info and matches the FMC.
  6. Hello Francois, the empty weight matches PMDG's standard B777-200LR empty weight. So they should match. There must be an entry error in the FMC. Things to remember: - Payload in PFPX = Passenger weight (adult/child/infant)+baggage weight+cargo weight - Payload in FMC = Passenger weight (adult weight only)+combined cargo weight What I do is if I have children and or infants in PFPX, I have to combine them to form the total passengers in the FMC. You also have to add the baggage weight PLUS the cargo from PFPX. Together they form the total cargo(belly) load. Alternatively, you can just enter the same ZFW in the FMC. I never did this but just read it in another post. The FMC will then add pax and load randomly to reach that ZFW. Let me know how it worked out.... Cheers,
  7. Remember that the FMC doesn't accept decimals in the CG line.
  8. No. The real one of course 😊 Cheers,
  9. Funny story. When I was studying for my assessment at my current airline last year, I flew many many hours on the NGX. Flying and training the whole set of manuevers over and over again. Takeoff, timed climbing turns and descents, raw data ILS to Go Around. Engine out during Go Around and back to single engine ILS with FD only. So when the day came, they told us in the briefing:"Guess what guys. The 737 SIM here is booked full, so you'll be doing your assessment on the real deal. The 777." I was a little nervous. But BOY does that thing fly like a charm! I put the 777 in a climbing turn at 1000 fpm. The instructor felt I had the aircraft correctly trimmed. He told me to let go of the column. Low and behold, the bank stayed pegged at 30 degrees and the VS was pegged at 1000 fpm all the way to the new altitude. This thing is amazing! The only thing I don't like is that it is waaay too sensitive. On approach in gusty weather, the yoke never deflects more than 2 or 3 degrees either side .... lest you want a 60 degree turn on final :-) Cheers,
  10. OP, there are more of these things happening related to the autopilot. I have written it off to just PMDG making a decision to compromise based on any number of factors. In my opinion there is a certain degree of the stock autopilot in PMDG aircraft. The 777 system is A FAR CRY from anything that the FSX/P3D autopilot was ever envisioned to handle. I have learned to accept it and now I find ways around it. Another example is when (at least for me) I do a Go Around, the system has trouble maintaining the G/A speed. After a while speed drops to the amber band and full TOGA is applied. No big whoop. I guess we all wish for it to be perfect. With all other systems simulated to damn near perfection, it is easy to demand the same from other systems. Cheers,
  11. Hello, first off. In real life, you would when diverting select the alternate as your new destination. This can be done in two ways: 1. Go to the alternate page -> select your alternate (or input it if it is not in the list) -> select the right LSK next to this airport -> (to keep it easy) select DIRECT TO -> Select DIVERT NOW. 2. Go to the route page and enter the new airport as destination. This will now update your arrival airport and you can not only have your ILS frequency, but your whole approach on ND. If you really want to set it manually refer to FCOMv2 11.40.30 where the limitations for manual tuning are stated as well as input method. Basically on most divert scenarios you should be able to type the ILS freq and front course and input it into the ILS field. Cheers,
  12. I usually have this problem because my cable and PC are on the same TV. So i switch back and forth between HDMI inputs. I think this throws off the PMDG sound source for me. What I do is go into PMDG Setup > Sounds in the FMC. You will notice that the sound source is probably blank. Now this for me is the tricky part. The sound source you use will not be in the list most probably. Don't know how easy it is for you. I have gotten it back to work 99% of the time by doing combinations of various things. - Installing a headset, setting that as the source. After a while you will again see the speakers as source and I select them. - Unplugging and re plugging my TV is another trick I use. That will sometimes get the source back in the FMC as well. - Selecting anything else and recycling it back to the original. Because I don't know the source of the problem, I end up trying things. But I always get it back. Try doing these things and see if it helps. Cheers,
  13. Hmmm, it could be so many things. Especially for a long haul flight. At that distance from Hong Kong the small difference in Cost Index and actual winds aloft may skew the results considerably. The better way to verify your concern would have been to actually compare the arrival time. A comparison of the current ground speeds would also give some answers. The reason I post is that even though I have FSRealtime I see little difference between my watch and FS time when I don't use it. So I doubt it alone is responsible for the difference. Regards,
  14. Holy topic resurrection batman !!!! 🙂🙂🙂
  15. To the OP, you are correct. It should be more considering your statements, but so so many things may have effected the ultimate reading. The best way is to go back to FL200 and read off your fuel flow. Compare that to the PFPX tables for example if you have it or any other source of fuel data for the 777. PFPX even has the fuel flow validation feature which is great. I'm sure you'll find that the PMDG model is spot on FCOM values, and that it was just a freak sequence of data that lead to your result. If you don't have any source of fuel flow data, you can post your FL, weight, speed, OAT, N1 and fuel flow and I'm sure or anybody else on here can check it out for you. Cheers,