adamant365

That's really very interesting. I just assumed that since the CR2 is so popular in the US that it is across the pond as well.Thanks!Adam

I can't believe there is still so little interest in a PMDG CRJ. I know there is a CR7/9 that has been in development for some time now, but it doesn't include the -200. The CRJ is perfect for those of us who have to squeeze in flights between work, baby, wife, etc. Just have a look at: http://flightaware.com/live/aircrafttype/crj2 By my count, there are over 230 CR2's in the air right now...and that's mainly just the US. I would imagine Europe and Asia are the same way. Just my two cents...this one will get ignored too Adam

Yeah, I voted for "Just at glide capture" but in reality, I generally D/C the A/P after GS capture...I let the AP stabilize the aircraft, then I disengage. If I'm just flying circuits for touch and go landing practice, it's hand-flying all the way for me. Adam

Has anyone elsenoticed this?? I don't have the opportunity to try and reproduce it at this time as I am supposed to be workiing, but I will try later this evening. Adam EDIT: PLEASE DISREGARD. I found my answer with my little friend the "Search" button. And the answer is that PMDG is brilliant for modelling the APU saving fuel by regulating load. I swear this thing is alive! I thought I tried searching for that last night before posting...I must not have. Thanks.

Not being a real world pilot...I can see incorrect flaps when there are hydraulic issues, or overshooting due to extreme winds and/or turbulence. But doing both when neither condition was present and not executing a go-around when clearly something wasn't right with the approach and configuration?? Not good for the guys up front. Luckily there were no fatalities from this.Adam

Hello All, I don't know if this has already been discussed but I seem to have observed something little bit off with the duct pressure gauge. I was on the ground at KBOS with the 737-800W (United post-merger, EFIS/Map style cockpit) preparing for a flight to KCLE. I had started up the APU, opened the APU bleed valve, packs were on AUTO, and I ensured the engine bleed valves were off. The packs were on at the time and the Duct Press was indicating ~20 PSI. The ground equipment was all disconnected. The weirdness started just before I pushed back. As I switched the packs off in preparation for engine start, the Duct Press dropped to about 10 PSI. Shouldn't this be the other way around? Shouldn't turning the packs off INCREASE the duct pressure in order to accomplish APU bleed start? Am I doing something procedurally incorrect? I'm sure if I had been doing something wrong, the engines would not have started. I was still able to accomplish a normal engine start on APU air even though the Duct Press read about 10PSI when I opened the No 2 start valve (Selected eng 2 to GRND). I did not see an appreciable decrease in duct pressure after selecting no 2 to GRND. Thanks for any help,Adam

Hey Everyone, I'm not one to use silly shorthand "text message" abbreviations, but OMG is the only thing that comes to mind when flying the NGX. I finally sat down yesterday and completed my first full flight after several touch and gos the night before: DL390, ATL-CVG, KATL.SUMMT4.VXV.JAKIE1.KCVG. It was a full passenger load flight. I must say, I was simply astounded. The landing wasn't pretty (float) but I think the passengers would have been none the wiser. There were several occasions where I found myself saying "OMG." First of all, sitting at the gate just at sunset...the lighting is amazing. I was also surprised that with UT2 at KATL I was getting 16-30 FPS depending on how much traffic was in my line of sight. Second, that nice, slow spool up of the engines from idle to start taxiing. I can't describe it any other way except to say that it definitely brought back that sensory feeling when taxiing in the real thing as a passenger. And pushing the throttles to 40% and the slight pause as the engines equalize before hitting "TOGA." The throttle back to CLB-1 gave me a bit of a chill as well. A work of art in sound! The next big moment was the absolutely precise VNAV descent profile. ATC gave me a slightly early descent clearance and when setting that level and hitting the ALT INTV button sent the NGX into a nice smooth 1000FPS descent before settling on the real VNAV path, just as it should. The ANP/RNP bracket took me by surprise and again...OMG. The localizer and then glideslope capture was another moment of OMG. Silky smooth. I almost wanted to let the aircraft do an autoland just to see how well it performs...but I thought I'd better improve my skills before letting the A/P show me up. That's all...I just had to post my impressions. I was amazed at the smoothness of the entire process. I intentionally mucked with the CDU flight plan just to see if I could scramble it's brain. Nothing. Aboslutely flawless. I'm sure the next flight I have planned (CO1431, BOS-CLE) will bring on a totally different set of OMG circumstances. OMG!Adam

Holy cow! That's all I've got to say about that....Adam

I could not find an option to have F/O callouts for 80, V1, and rotate in the CDU. I know the MD11 has them and maybe the 747 as well. I personally really like having them so I don't have to have my eyes on the PFD during takeoff roll. I like to look in front of me until at least 200 feet AGL. That may be bad airmanship since it's probably best to monitor the instruments and what's outside, but isn't that what the FO is for?? Adam

A million. Adam

No worries at all! Thanks for responding anyway. I have an old laminated checklist that I laminated myself way back for the Wilco/feelThere 737 Classic. It's about 95% accurate for an NG but has some other stuff (speeds, etc.) that only apply to the 300-500. It will suffice until I can create a new one. And, sorry for posting this in the General forum...I've been jumping back and forth between the NGX and general forums so much, I must have just posted in the wrong spot. Thanks again! Adam

I third that suggestion...having the TOC headings linked to their appropriate sections in the documents would be nice. Adam

PMDG, I noticed on your website where you offer the printed NG manuals that in the "Chief Pilots Set" is included a hole-punched, laminated checklist ($8 value) for free as part of the set. My question: is it possible to purchase just the laminated checklist?? I can't really afford (or justify to the Mrs.) several hundred dollars worth of printed manuals when my only aim is to get the laminated checklist. Besides, I run an old beat up laptop on bare bones Linux to flip through the PDF manuals if I need to reference something but do like having an actual laminated checklist in hand. I do understand that I could probably find/create something adequate and go to Kinkos or wherever and have it laminated, but considering the quality of everything else I've seen of the NGX so far, the printed checklist must be second-to-none as well. Thanks! Adam

Yeah, I thought this was just the difference in the way the actual aircraft handles ground idle vs. flight idle. Maybe so...point is, the plane flies fantastically and is an absolute joy to hand fly. I after a few touch/go's at KLEX I got to where I was hand flying the whole circuit with stick, rudder, and trim (no A/P). Very nice indeed!Adam

But is there any sort of ground effect modelled by PMDG or is this just how she flies? I thought I'd read that somewhere....Thanks,Adam

I'm good with that. Thanks everyone. Adam

Hey All,So did I read somewhere that PMDG were able to simulate ground effect to some extent? It would make total sense since my first in a series of touch and go's to test the plane was no touch and all go :). I floated half way down the runway before swallowing my pride and pushing the levers forward from idle and starting my next circuit. My second attempt ended with a much more controlled flare and a nice positive "Boeing" landing. Even in the short time I've flown the NGX, I'm simply amazed. Easily the most remarkable commercial airliner sim for FS EVER. Adam

Cras,I'm on my iPhone so I'm a bit slow...but it looks like we posted the same issue at almost the exact same time. And I think I read someone else havingthe same issue earlier, so were not alone. It's funny how we posted at almost the exact same time!Adam

I can confirm what someone else reported earlier. With landing lights on (day or night) and the HGS in use in the VC, the HGS indications "disappear" at any point at which the HGS and glareshield intersect. With the LL off, everything is fine. Adam

You're not going to get a virus by hooking your machine to the internet for a few minutes to activate the aircraft. Just don't do anything but activate; no Internet Explorer, no Porn, etc. Viruses don't exactly just crawl out to unprotected computers...the PC user is the one who activates the bad script and those scripts come from infected web pages and emails. If you don't do anything risky you aren't going to get a virus. Adam

Have you tried clicking the LSK by "Auto" to change it to manual?? This should allow you to select a percentage below.Adam

Yeah, I was hoping for something a little more elgant too when I first bought the MD11 for FS9...I kind of got used to it though. In real life I'm sure the dispatchers tell the flight crew what to enter but even after that point, the crew has to do some tweaking to get the correct/final fuel loaded depending on changes in weather, extra pax or bags, etc. So, you could reasonably assume that any external program will get you close, but as the captain, you'll still have to make slight modifications due to error, etc. At least that's how I rationalized it with the MD-11 so I could feel like I was doing fuel calculations based on reality....I would say you could use the website (or TOPCAT, etc.) as the "dispatcher" and you still have to come up with the final figure. Having the rest of the systems for both aircraft "Boeing Licensed" comes with the price of not allowing PMDG to release any type of fuel planner due to the proprietary nature of the fuel calcs. It's a trade-off I guess. Adam

To use the CDU for fuel planning, assuming it's the same as with the MD-11, simply set everything up with loads, routing, etc. Then enter what you think the fuel load should be on the PERF INIT page. It's not terribly difficult to come close. If you have a positive amount of fuel on the PROG page and no "INSUFFICIENT FUEL" messages, you have enough. And generally speaking, you'll want the total amount at your arrival airport to be equal to your total reserve + extra fuel. It should only take one or two tries to get the fuel load perfect. Then you can go to the PMDG menu and load that amount and you're all set. As with the MD-11, I'm sure PMDG can't release performance data in regards to fuel due to it being proprietary Boeing information but any of the free or paid planners out there should get you close enough to start. Adam EDIT: I haven't actually tried this with the NGX, just the MD-11, so I apologize if what I'm saying is total rubbish....

Was I correct in thinking that N1 is pressed to engage T/O thrust?? Or is it TOGA only that initiates T/O thrust? I've confused myself now.... Adam EDIT (Again): Nevermind...I found it in the tutorial flight.

Were both F/D's (Capt. + F/O) on?? Both F/D's must be active in order to engage TOGA. Adam EDIT: Also...try just hitting the N1 button. I think that is the actual way to engage T/O thrust.