pilotwannabe

I am trying to set up a departure point from a hold short position for any runway, instead of on the runway itself. I can click on the hold short position on the map and set up a custom departure, but that starts me out in the air. The altitude for this custom departure can be edited in the Nav Log to start me on the ground, but the speed apparently cannot. Does anybody know if I can start at the hold short point? Thanks, Rush

Am still a little confused here. On their website, Skakarki clearly states: "...it is clear that Fenix A320 will not support SKALARKI hardware or any other hardware as well." If Fenix does not allow/support cockpit components like FCU and MCP, how is this possible? Is it legal or does it violate any EULAs? Or has Fenix changed their stance? I had asked these questions in an earlier post and I believe someone (was it polosim?) had said that more information would be coming during the FSExpo. Maybe there was an update that I missed (?). Thanks.

I was under the impression that hardware (other than joystick and TQ) could not be coupled with the Fenix A320 due to license restrictions from ProSim. Has that changed? If so, can hardware for other manufacturers also be made compatible with the Fenix A320?

Preston, Kyle, Thanks for your responses. I did submit a ticket and received a prompt response that it is being looked into. Rushad E.

Start with the A/T engaged (say in the SPD mode) with the speed window blank, and the A/P and/or FD engaged, Now if you disconnect BOTH the A/P and FD, the speed window opens with the speed that was last displayed before the window blanked, and not to the current aircraft speed or the target speed. Let me illustrate with an example: Starting at takeoff, the MCP speed window is set to V2, say158kts,with LNAV and VNAV armed. After takeoff when VNAV engages, the speed window blanks - note that 158kts was the last speed displayed in the window. Using the standard autoflight procedures, you get to the stable cruise state, with a cruise speed of, say 310kts. At this stage, the A/T is in the SPD mode with the window still blank and the pink speed cursor at the FMC speed of 310kts. Now disconnect BOTH the A/P and the FD, but leave the A/T untouched (you are now hand-flying the plane with no pitch or roll guidance). The MCP speed window opens (as it should), but to 158kts, and not the aircraft actual or target speeds. Further, it appears as if the A/T is still trying to maintain 310kts and not the displayed 158kts. This problem only occurs when the speed window opens because there is no active pitch mode (because the AP and FD have been disconnected). Opening the speed window by pushing the speed knob works as advertised. Hope this post gets noticed by PMDG and added to the bug list. Rushad E.

During a short flight, I failed the Main Bus 1, got the EICAS messages and performed the non-normal checklists ( 2 of them - one for the bus itself and one for the L DEM PUMP). Set up for the ILS with the A/P flying and got LAND 3 annunciated in green. At 1,000 ft AGL, disconnected the A/P and hand flew the rest of the approach to touchdown. On touchdown, the autobrakes engaged, but once all wheels were on the ground, a slew of EICAS messages popped up, including NO LAND 3, AUTOBRAKE (and the autobrakes disconnected), ALTITUDE CALLOUTS, FUEL PRESSURE ENG L, HEAT PITOT L, etc. Associated amber lights were also illuminated on the overhead panel (these were not on in the air). Why did all these pop up only when the aircraft was on the ground? At first I figured that some messages may have been inhibited in the air, but things like NO LAND 3 did not make sense, particularly when I had a green LAND 3 annunciated on approach. Also, not getting and AUTOBRAKE message in the air but having it pop up on touchdown and the autobrakes disconnecting could catch the pilots unaware. I'm having a hard time believing that this is prototypical. Rushad E.

During a short flight, I failed the Main Bus 1, got the EICAS messages and performed the non-normal checklists ( 2 of them - one for the bus itself and one for the L DEM PUMP). Set up for the ILS with the A/P flying and got LAND 3 annunciated in green. At 1,000 ft AGL, disconnected the A/P and hand flew the rest of the approach to touchdown. On touchdown, the autobrakes engaged, but once all wheels were on the ground, a slew of EICAS messages popped up, including NO LAND 3, AUTOBRAKE (and the autobrakes disconnected), ALTITUDE CALLOUTS, FUEL PRESSURE ENG L, HEAT PITOT L, etc. Associated amber lights were also illuminated on the overhead panel (these were not on in the air). Why did all these pop up only when the aircraft was on the ground? At first I figured that some messages may have been inhibited in the air, but things like NO LAND 3 did not make sense, particularly when I had a green LAND 3 annunciated on approach. Also, not getting and AUTOBRAKE message in the air but having it pop up on touchdown and the autobrakes disconnecting could catch the pilots unaware. I'm having a hard time believing that this is prototypical. Rushad E.

Tom, If VNAV is the ARMED mode (in white on the PFD), then a second push of the VNAV button disarms VNAV. However, if VNAV is the ENGAGED mode (in green on the PFD), a second push will not disengage VNAV. Rushad E.

Trevor, not starting a contest here. Just stating a possible discrepancy so that if real, PMDG can make an outstanding product even more accurate (in a FUTURE release). FYI, the 777 does not have an annunciated ALT ACQ mode, with a transition to ALT HLD, like the 737NG does. The 777 has only one ALT mode (not counting VNAV ALT, which is not relevant in this case). Rushad

In Nick's (AoA) informative video on YouTube, after takeoff, the pitch model changes from TOGA to ALT at 1,300 ft, with the MCP altitude set at 3,000 ft. the ALT annunciation has a green box around it, as it should (1:04:05 in the video). Then, when the aircraft actually captures the 3,000 ft altitude, the ALT annunciation gets another green box around it, even though there is no change in the displayed mode (1:05:04 in video). My understanding is that the green box only appears when there is a change in the mode. Since the box appeared without a change in the mode, I was wondering if this was perhaps a minor bug. Rushad E. Accidental double post. Sorry. Rushad E.

In Nick's (AoA) informative video on YouTube, after takeoff, the pitch model changes from TOGA to ALT at 1,300 ft, with the MCP altitude set at 3,000 ft. the ALT annunciation has a green box around it, as it should (1:04:05 in the video). Then, when the aircraft actually captures the 3,000 ft altitude, the ALT annunciation gets another green box around it, even though there is no change in the displayed mode (1:05:04 in video). My understanding is that the green box only appears when there is a change in the mode. Since the box appeared without a change in the mode, I was wondering if this was perhaps a minor bug. Rushad E.

I have had this happen if I zoom out too much. Try zooming in and see if that solves the problem. Rushad E.

Fair enough, Kyle, appreciate the prompt response. If, as a beta tester, you feel there is enough here to warrant some review by the developers/technical experts, it may be worthwhile bringing it to their attention. Thanks! Rushad E.

Kyle, Thanks for another great video! Had a bunch of questions about the FD roll bar deflection: 1) What is the full-scale deflection of the roll bar (all the way over to the 'wing' on the PFD?)? At he start of the flight, you had a course change of about 30 deg - fairly substantial - but the roll bar was still very close to the center square. How much of a heading change results in a full-scale deflection? 2) In making that heading change, the roll bar barely moved to command a roll out on approaching the selected heading. When the selected heading was overshot by about 7-8 deg, the roll bar barely moved to correct that. 3) In another beta video (don't recall which one or made by whom), the roll bar barely seemed to move with localizer deviation. If the aircraft was being hand flown based solely on FD cues (not saying this is how it should be flown or anything), these small movements would not be enough to accurately fly the airplane. Is this above behavior prototypical? I know the FD on the NGX also behaves in a similar 'lethargic' fashion - I had started a thread on the subject (in 11/2011), but did not get any feedback from PMDG or any RW experts at that time. While I have no RW expertise, a RW pilot who was flying NGXs at the time did comment that the FD behavior did not seem right. Any thoughts welcome. Rushad E.

James, thanks for the information. Hopefully one of the testers will tell us if it is modeled or not. Rushad E.