adamant365

Absolutely you can. There is a folder: <FSX/P3d Root>/PMDG/FLIGHTPLANS/NGX. You simply generate your flight plan (I use SimBrief.com) and save it to the NGX folder in the format DEPTDEST.rte (i.e. KJFKKLAX.rte). SimBrief defaults to that format. Then simply type (for JFK to LAX example) KJFKKLAX into the COROUTE field and it will load the flight plan.

That will only load the en route portion though. You still need to manually load the SID/STAR, if applicable. 

It's been a while since I flew the NGX, but the datalink may be modeled as well (EDIT: yes, it's modeled). It's listed in the FCOM but forget if it's modeled. There is a prompt on the RTE page labeled "FLT PLN REQUEST>". Enter the ORIGIN and DEST ICAO codes and then click the LSK opposite the > (it's LSK 3R) and it will request and then load the plan. You also have the option to load performance data and winds if they are included in the .rte file (SimBrief includes that data). Just as with using COROUTE, you do still have to manually enter your SID/STAR. 

10 hours ago, Orlaam said:

The 747v3 will touch all wheels flat and I find that's it's harder to nose up to avoid that.  

If your normal approach comes in with the "wheels flat" you are either coming in too fast or too steep. At 50' you should be at ~2 degrees nose up and at main wheel touchdown, 4-5 degrees nose up. That's per the FCTM. And you definitely should not be chopping the throttle at 50' like you said earlier. The best technique is to begin flare at 30' and AFTER beginning the flare, bring the power back smoothly to idle. Why after?? If you pull the power back first, the natural tendency for engines mounted below a low mounted wing is to cause nose down pitch. That's the last thing you want when close to the ground. Starting the flare first counters some of the pitch down tendency. 

When you hear the RA anounce "30" just gently pull back the yoke and immediately after applying back pressure, smoothly bring the throttle back. Shoot for a 2-3 degree increase in pitch. The mains should settle down at 100-150 FPM (less or more depending on the Gods of Landings). Since doing it that way, my landings have become much better. 

It is indeed an ERF:

Line   MSN    Type
1416 37303 747-4HQERF

You don't have to "get rid" of FSUIPC. I use it extensively for key mapping and such. You just want to do as that other thread advises...move the FSUIPC.ini to a different folder and let the module re-write a new .ini. Deleting FSUIPC altogether might have some poor outcomes.

Do  you have your flaps assigned through FSUIPC? I remember something about FSUIPC causing issues with flaps settings. Basically, even though you've retracted your flaps mostly, the sim thinks they are still out causing a bunch of drag.

EDIT: Here's a link to a post that explains how to fix it: 

33 minutes ago, scandinavian13 said:

This is an option. You should find it in the options list.

...or am I missing what you're getting at?

We're already pushing the limit of flight deck animations to accommodate the options. I don't think it's feasible to add any more options, particularly when those alignment balls are extremely rare. As far as I know, only KLM uses them.

I think what he's referring to is the autobrake selector under the transponder controls. There appear to be three options...under the PFD/ND, alongside the PAX signs selectors, and under the TCAS controls.

As for the alignment aids...they are also present on the Nippon Cargo Airlines aircraft. Although they are very handy in FSX, I understand if due to polygon limitations it's impossible. 

I do miss the view alignment balls on the center pillar. Even if it wasn't a company option for a particular config, I would add it to all my 747 liveries because of FSX's lovely view shifting when making turns. 

In addition to what Captain_Al says, are you loading a saved panel state? I suspect that since the message appears on every flight you may have a bad/corrupt panel state.

I think the 64 bit recommendation is for Windows due to 32 bit Windows only having a total of 4GB of addressable memory regardless of how much is physically installed. By the time you subtract Windows' need (usually several hundred MB), you are left with a much smaller amount of usable RAM. In addition, any memory in your video card has to be subtracted as well, so if you have a 1 GB card, including Windows use you may only have 2.5GB left for FSX to run...which would be pretty much impossible.

64 bit Windows 10 has a limit of at least 128GB (up to 2TB). 64 bit Windows 7 has a minimum limit of 8GB (up to 192GB). Even though FSX/P3D are 32bit apps and therefore can only use 4GB of memory, the sim will get to use the whole 4GB (assuming you have at least 6-8 GB physically installed) if you're on 64 bit Windows.

flightaware.com/live/aircrafttype/b744

That will show all 747-400s of all varieties currently airborne (minus the LCF which has code BLCF instead of b744). The ICAO code for all varieties of 747-400 (F, ERF, M, etc.) is simply B744 and FlightAware uses the ICAO codes.

The quadrant A/T disconnect buttons don't disarm the A/T, they merely deactivate it. The switch on the MCP doesn't move when you press the buttons on the quadrant in the real thing. If you see the button move on the throttle quadrant and hear the sound, it is being disconnected. It takes a second or two for the triple tone and caution message to alert to the disconnection. 

EDIT: I can't find anything specific in the FCOM, but the caution may be inhibited below a certain RA. Try setting up your assignment as you had it before (when you could see the button moving) and then test it at like 500' instead of when crossing the threshold. Press the button and see if you get the caution...you do have to wait a few seconds for it.

Just FYI, what you type in the "atc_airline=" field in the .cfg will be what displays in the "Select Aircraft" details screen by default, and vice versa.

As best as I could tell, N1 stayed within 0.1 of target throughout. Interesting that they had a D-TO 2 with +55C AT, but used normal CLB. There was a 6+% bump in thrust at "thrust reduction" altitude. I don't think I have seen that before.

Okay, try this...in your root FSX directory, check for a file called "Airlines.cfg." Open it up and see if "SPEEDBIRD" is there. It should be because I'm pretty sure that's what drives the dropdown in the FSX menu. If it isn't there, you can add it.

Another thing you can try is to download and install "Edit VoicePack X." It's a freeware tool that adds a bunch of callsigns and allows you to speed up the FSX ATC voices. You can also add callsigns with it. "SPEEDBIRD" is one of the callsigns that comes with EVP. If you already have EVP, you might try reinstalling it as it sounds as if your BAW callsign has become corrupt.

I'm a little crazy, but I would certainly call your sound "broke" so I would force myself to pursue a "fix." 

When you're in the "Select Aircraft" screen and you select your BA livery, click "Details" and in the "Callsign" drop down menu, make sure SPEEDBIRD is selected.

Nothing if you don't have an engine failure .

It changes the acceleration height to whatever is defined in that field if you experience an engine failure.

20 hours ago, FLHXRider said:

One thing I notice isn't modelled is the HYS PRESS DEM 4 EICAS message on startup.  I apologize if this subject has already been broached.  Apart from that I am extremely pleased!  Now if only someone produced a 767 model as detailed and accurate as this...

David Rosenblum

Atlas Air -400 F/O

If I leave my system 4 selector to "AUX" I definitely do get the HYD PRESS DEM 4 message on the EICAS after engine #4 starts. It has reminded me more than once to select HYD #4 to AUTO.

That certainly is in the correct location for it to be fuel dumping. Can you post a picture of your "FUEL" EICAS screen when you're seeing that effect? 

Great, thanks for the replies guys. 

Now, how do I mark this thread as answered, or mark a reply as "best answer" or whatever?

1 hour ago, scandinavian13 said:

I'm kinda confused by the original post, though. VNAV is a fully automated mode. By dialing in 280, you're operating in a hybrid mode where you, as the person controlling the aircraft, are overriding both the VNAV logic, and the VNAV plan with your own value...but then you're questioning if VNAV is behaving properly. You're specifically telling it to behave as you've instructed. If you want it to behave like VNAV is supposed to behave, let it do its thing. If you kick it out of full VNAV then the behavior you get is the behavior you command...

I didn't realize VNAV would honor speed restrictions during descent. Are there any Boeing aircraft that only use speed constraints on a STAR or SID as "advisory." Why did I think that??

I was in VNAV and pushed the speed button and selected 280. I erroneously thought that speed constraints wouldn't be met automatically. 

I definitely tried to game the system too much. And as for the "click click" reference to a YouTube video. Check out "children of the magenta line" on YouTube. When things get weird, there's nothing wrong with disengaging the A/T and/or A/P, or reverting to a simpler automation mode to accomplish what's required. Once I made the mistake of going VNAV to 280 selected (to wrongly try and manage constraints) to VS, back to VNAV, I put myself in a situation that simply flying yoke and throttle would have gotten me out of. 

It still amazes me how the Boeing philosophy can be so similar from platform to platform but still have nuances that can get one in a bind. 

Fair enough. Next time I'm doing a STAR that has several speed/alt constraints in short succession, I'll see if I can reproduce it. Again, I probably was trying to fight the AC. Should have done the "click click" thing at the point my speed started increasing beyond what I wanted. You'll get the "click click" reference if you've seen the excellent video presentation on aircraft automation on Youtube.

But I was actually below the path by about 1000' when I entered V/S. I only used V/S because VNAV was trying to level me off at my ATC assigned altitude of 14000' a little early. Here's how it was...VNAV starting leveling off at 14000' early. I was at 14400' when my vertical speed was approaching 0, so I hit V/S, dialed in -1500 and it was only in V/S for about 5-10 seconds before alt capture. I was still around 1000' below path at this time. I was well within the STAR constraints as well. I had passed FLOWZ (14000A, FL190B) and was inbound CEDES.

In hindsight, I was probably fighting it a bit much. But I didn't expect such a huge "punishment" when I reactivated VNAV.

Thanks for the reply Romain. So I definitely had a procedural issue there, but still, if I do speed intervene, shouldn't the A/T reduce thrust accordingly? It was as if doing speed intervene and dialing in 250 was completely ignored and the aircraft continued to accelerate.

Hello All,

I'll try to explain this as best as I can. I wasn't able to grab a screen shot since I was busy trying to get back on path and it slipped my mind. Anyway, here's what happened. I was descending on the DYAMD3 STAR into KSFO. There are several speed constraints on this STAR so I was in VNAV and selected speed mode. While descending, just before FLOWZ, I had 14000 in the ALT window and 280 in the speed. VNAV leveled off a bit early so I went to V/S -1500. I was about 1000' low on the VNAV path throughout the descent while in selected speed mode. 

Once I was given a lower altitude (8000') I dialed it in and engaged VNAV. Immediately the engines spooled up to max. Of course, my 280 selected speed had properly "blanked" when re-engaging VNAV. However, as soon as I heard the engines spool up, I pushed the speed knob and dialed in 250 (to honor the upcoming CEDES restriction). Even then the engines stayed at max N1. I accelerated almost all the way to the red speed limit before my VNAV path was recaptured (remember I was previously 1000' low??) and then the throttles came back. Of course at that point I was more than 80 KIAS above the previous restriction and 100 KIAS above the rapidly approaching restriction.

I was able to use speedbrake and configure for landing a little early and managed a stable approach, but I was way behind the curve until probably 3000' AGL. I definitely busted the STAR speed restrictions. I do know VNAV won't automatically honor speed restrictions during descent (right??), hence the reason I was in selected speed. But the max thrust to recapture the path was a little odd. And the fact that pushing the speed knob and selecting 250 was completely ignored can't be right either, can it?

EDIT: BTW, I have "A/T Throttle Override" set to "NEVER" and my hardware throttle was at minimum throughout.