adamant365

mgh, Thanks for the link and sorry for not searching first. I've worked 11 straight days with 5 more to go and was on my way out the door (to work....none other) when I posted. I have been able to work on the waypoints a lot at work (we have slow times, I do testing in a 400-bed hospital laboratory, and I work nights). But thanks a lot for the link. This is great news as now I know I won't have to add real magvar's to all of the now 500 or so waypoints I have created around the world. Thanks again! Cheers!-adam

Hello again, Is it essential that individual waypoints have the correct Magnetic Variance specified? I'm working on PACOT and other lat/long Pacific waypoints and I was curious if I really need to specify the exact MagVar to make them work properly. So far, the 300 or so points I've created display in FS9 perfectly where they belong with me having set magvar for all of them of -16.00000. However, will the MagVar affect their actual location in the sim? How important is it that I specify exact magvar? Thanks in advance for the help!-adam

Well, Once I got the .xml/.bgl files to work properly, I easily created all lat/long points from 20N 130W through 50N 140E in latitude increments of one degree and longitude increments of ten degrees, just as the PACOTS are set up. So far it's about 210 added waypoints to the default FS9 list. This is fine for flying from mainland US to Japan/China, etc...Now I am going to fill in and create waypoints down to 50 South or so. Maybe when I'm done I'll upload the .bgl's to the file library for anyone that's interested. Thanks all.-adam

Well, Once I got the files to work properly, I easily created all lat/long points from 20N 130W through 50N 140E. This is fine for flying from mainland US to Japan/China, etc...Now I amd going to fill in and create waypoints down to 50 South or so. Maybe when I'm done I'll upload the .bgl's. Thanks all.-adam

Yeah, I understand that I could make the waypoints, but I have had trouble getting my .xml files to work right. Although, I am making a little headway. I'll let you know how it goes.-adam

Hello all, For my entire "career" of flying MSFS's (back to FS5) the longest journeys I have undertaken have been trans-atlantic. Well, now I want to get into trans-pacific flight. I have a good set of atlantic waypoints I downloaded for NAT flight. The problem is, FS9 doesn't include lat/long waypoints to follow across the pacific for ATC sake. My question is, how do you all go about flying trans-pacific in the 747? For example, I want to fly this flight plan:VTU5 RZS LIBBO BRINY ALCOA CEPAS COBAD 4100N 14000W 4400N 15000W 4600N 16000W 4800N 17000W 4700N 18000E 4400N 17000E 4100N 16000E ETRON OTR7 PABBA OTR6 KETAR OTR10 ARIES.....It's UA899 from 10.19.06, KLAX to RJAA. Of course due to the shortcomings of flightaware.com, I will have to fill in the blanks for the end of the flight. Anyway, how do I go about flying PACOTS within FS9 and in the 747? I think I know how to program the FMC with the proper info for the lat/long points but filing an IFR flightplan with these points in FS is the trouble. Any help would be greatly appreciated. Thanks!-adam

Hello, I was looking to begin travelling across the Pacific Ocean in several of my add-ons. I use flightaware.com (for better or worse) to get real-world flightplans for carriers, however, FS9 doesn't seem to have any lat/long waypoints for flight across the pacific. Here's an example flight plan that I would like to fly:VTU5 RZS LIBBO BRINY ALCOA CEPAS COBAD 4100N 14000W 4400N 15000W 4600N 16000W 4800N 17000W 4700N 18000E 4400N 17000E 4100N 16000E ETRON OTR7 PABBA OTR6 KETAR OTR10 ARIESIt's UA899 from 10.19.06, KLAX to RJAA. If there aren't any such user-created waypoints out there, how do some of you all handle trans-pac flying in, say, a certain wonderful 747-400 addon? Thanks for all the help.-adam

Well,I tried Exclude 2.0 but to no avail. However, I do recall having this problem before and it was due to setting the size of the exclude area too small (I think). So I went back to SBuild and made the exclusion area a bit bigger while not quite infringing on other scenery and, lo and behold, no more loc beacon. Very odd how that works. I know it must be the size of the box that made the difference. I did nothing differently in SBuild except change the exclude size and it worked. Whaddaya know? Anyway, thanks for the help everyone. Now, back to adding all (well, within reason) the parking to the concourses and properly naming the gates. -adam

Thanks you all! I'll try excbuilder. I never thought of using it. I even have it downloaded already, just forgot I had it. I'll let you know how it goes.-adam

Hello All, I've been struggling here. I downloaded the great freeware KCVG by Jim Campisi and am having one little problem. At the approach end of RWY09, there is a bar, presumably of lights, that I can't seem to get rid of. I've excluded (with SBuild 2.05, my trusty sidekick) layers 1 through 8 and also a separate exclude of All Objects (box checked). I'm pretty familiar with SBuild and am stumped as to how to remove this object. I don't know why that is happening. Anyway, thanks in advance for the help!-adam

By the way, If you are still confused, make sure the A/T is armed (switch flipped) and RIGHT click the EPR button. For all these great hints here, I never saw mention of how to actually engage the GA mode. Hope this helps too!-adamP.S. I never got the TO/GA switch on the TRP to work. I eventually found the EPR TO/GA button when my mouse indavertantly hovered over the EPR button on the MCP.

Hey All Just one quick question. I've noticed that virtually everyone's screenshots of the 75 and the 77 have engine heat haze. Is this something that can be downloaded as an effect? I was just curious because I think it adds a lot to the realizm of exterior views. Thanks for the help!-adam

Kevin, Oddly enough, I tried the same thing a few days ago just to see what it's like. Well, it didn't go so well for me. I was yawing all over the place. So yes, the asymmetry did occur for me. I'll tell you what, I have a much greater appreciation for pilots when an engine fails/is shut down. I don't know how they control it. The slightest adjustment to thrust and whammo, more yaw. I was able to get it controlled enough for a landing...after one go-around. Not a graceful landing by far but, I did land on the runway and my descent rate was ~200fps. When I did have to go-around the first time, application of max thrust required almost full rudder deflection to stay straight, so I know the asymmetry is modeled. I am using CH yoke/rudder pedals which makes it easier. Anyway, what model/airline were you flying? I used UPS 757F PW engines. Also, what hardware do you use? After simulating an engine shutdown, verify that you are still flying straight and jump to the spot view just to be sure that the A/C isn't being auto-trimmed in some way. If the rudder is deflected, you know that the A/C is compensating in some way. Check all FS9 settings. Make sure all realism sliders are at max and (I know you already checked) that auto-rudder is indeed off. I have noticed that FS sometimes has an annoying tendency to revert to previous settings. This goes way back at least to FS98. Anyway, I hope some of this helps. I'm sure this is easily resolvable.-adam

Hey People, I figured it was about time that I posted the list of issues that I have with the 757. Keep in mind that I have been having a wonderful time flying this bird. There are random times I deactivate the A/P just to hand fly her...really a dream to hand fly. And, I always deactivate the A/P at the FAF and manually fly down to the runway, weather permitting. I can only think of one other add-on where manual flight (even with CH equipment) is this stable. This list of issues is in addition to, or sometimes a duplicate of, issues other people are having. Here goes:1) Center tank quantity displays .0 when empty or less than 1000 lbs. For example: .3 instead of 0.3 or 0.0. I'm pretty sure a zero should precede the decimal point when less than 1000 lbs. 2) When APU is off and battery is on, closing the shield cover on the battery causes the DISCH light to extinguish. Shouldn't this light stay on until the battery is no longer providing juice for the APU starter, standby lighting, etc?3) MMO - Way too close to cruise speed. Sudden wind shifts (stupid MS upper level winds, even with reg. FSUIPC) and the aircraft is over max speed generating alerts, and in one case, overstressing the A/C, ending what was a nice smooth ride across the Atlantic. I was quite perterbed, as one could imagine. 4) ILS issues - capture fron 8) Descent rates with VNAV or FLCH - Been exhaustively discussed in other posts. Just want to confirm I am having very high descent rates in FLCH and in VNAV. In VNAV, however, when passing a waypoint, target descent path shifts wildly. Again, this has been been discussed in other posts. 9) Fuel Pumps - Don't really seem to do anything. When center tank is below 1.4 klbs, I switch off the center pumps. However, the center tank continues to deplete until empty. Is this right? I know the 747-400 has "scavenge pumps" but that fuel system is very complex. Also, there was one time I forgot to turn the fuel pumps on until after engine start and there was no effect. No engine start problems. I find this quite interesting.10) Sounds - Again, already been discussed exhaustively. The RR sounds are really poor. I hear the looping and even sometimes they "tick" every two or three seconds as the loop starts over (ticking is heard with RR and PW engines). Maybe that's my soundcard, but I doubt it. I like the HP compressor sound on the the PW's and the "buzzsaw" of the RR's but the sounds overall are very generic. The PW's do sound very familiar though (777?). And, I am a VERY STRONG supporter of SOME sound in the cockpit before enigne start. Packs, standby instruments, APU, etc...11) FMC DSPLY light - Comes on at random times. For example, when viewing a page other than the active page in the RTE or LEGS page, DSPLY lights up. Is this supposed to be like this? I thought DSPLY was only for problem conditions.12) Finally...Switch .bmp's - It is very obvious that the switches on the MCP are just upside down - right side up types. The shadow clearly reverses itself when switching on the FD or A/T as if the .bmp is just being turned. Now, if this was buried in the overhead somewhere, I really wouldn't care too much. But right on the MCP? Come on...Also, there are some little gaps in other switches. Especially on overhead. The lines that surround the pushbutton type switches aren't always lined up properly. Okay, okay, okay. I know you think that this list says "bad product". However, I would like to state that with just a few fixes/changes, this could be in the top echelon of FS addons. There are even some features here that other addons don't have. For example, the simply remarkable way that the speed bugs on the ASI are set. I really like the click/drag feature. However, there are some features like the right click on the EPR button for GA or right click on the A/T switch for disarm which although great features, show up nowhere in the manuals. This is one of the issues in the manuals. But, the hand flying is WONDERFUL. I never have troubles flying manually in this aircraft. It's responsive but also lets the pilot know that it's a large aircraft and not an F-15 or Tornado. Simply brilliant to fly. Okay, enough ramble. Thanks for listening, I know this is a long post. And PSS, thanks for a great product, but please pay attention to this list (and the lists of others) when working on a patch. -adam

Yeah, I realize that, but my question (I should have been more clear I guess) actually is, what file is the AIRAC cycle number and dates imbedded in? Where does the CDU look to read this info? I can manually edit the file so that it says the right dates even though the actual data may not be totally current...thanks again!-adam

Thanks folks. I kind of figured that it was just a sequence number. I was aware of the European method of naming STARs where several different procedures share a common point. I just was interested because no matter how much I searched, I could not find an answer. Must be because it's very simple, eh?-adam

Hello All, Does anyone know how to change the CDU INIT page to display the proper AIRAC cycle. I downloaded Terry Yingling's lateset airac (0610) and it seems as if this does not update the actual cycle number. Is there a file I can edit that contains this info? I know it's a tiny detail but I do know that it is illegal (in real life) to fly with expired navigation data. Thanks in advance for the help!-adam

Hello, I've been trying to figure out for a while now what the significance of the number after the SID/STAR name is, if there is any? For example: ATLANTA5 departure or ROME2 arrival. What is the 5 or the 2 signify? I've been using real world charts for FS navigation since I started with the hobby six or so years ago and I was just curious and couldn't find anything by searching Google. I have a hunch of the significance and it's probably something very simple. I just wanted an "expert's" opinion. Any answers would be highly appreciated. Thanks.-adam

Hi there, My personal technique is to leave A/T off until at the threshold (number one for takeoff). When cleared for takeoff or when such clearance is imminent, I arm the A/T (flip the switch). The first time that I actually activate the A/T is when I'm lined up, throttles have been advanced approximately 50%, and the engines have stabilized. Then I activate EPR (push the button) and just to help the A/T along, push the throttle up to max on my controller (some throttle hardware can confuse the A/T operation and cause weird fluctuations if not at full thrust or fully closed). You shouldn't have FLCH armed/activated before takeoff. I'm pretty sure this is SOP for most aircraft, including the 757, excluding all airbuses. By the way, to keep you from getting a message from the moderators, don't forget to sign your posts. Hope this helps and have a great flight. :)-adam

Ghiom and/or anyone else who wants info on this, After only doing a couple of tests, adjusting the elevator and/or trim effectiveness this way and that, I've come to two hasty conclusions:1) Adjusting either elevator_trim_effectiveness or elevator_effectiveness just leads to poor capture of selected altitude and poor continuation of climb. These values are best where they are at by default. They in no way seem to effect the acceleration above 1000 AGL in VNAV.2) The problem lies (in my very humble opinion) in the coding of the VNAV logic itself. The FD is never commanding enough decrease in rate of climb to accelerate in the first place. This, I'm afraid, can only be corrected by the gauge designer themself. Since I have no knowledge of how the coding of this particular gauge works (besides the fact that modifying the .gau is technically illegal) I don't think we will be able to come up with any sort of quick fix. The key phrase here is: the FD is never commanding enough of a decrease in rate of climb to accelerate the aircraft properly. I just don't see it happen. The FD bars dip slightly, but most acceleration is coming from decrease in drag due to flap retraction. I think that this is just a case of "add it to the list" and wait for it to be addressed. I think at the current time, PSS are doing what they can to release the load editor/fuel planner and also work on correcting other little hiccups in this truly remarkable (with a few tweaks) add-on. I personnally had a busy week at my "day job" and only have had a total of about three hours to devote to FS. All of PSS are in the same situation. I know that PSS will correct the issues in due time. Alright, enough ramble, I hope this helps someone.-adam

Not yet, but I have been working (at my job) a lot lately. Now I am off for three whole days starting now. I am just about to make a little tweak or two and fire up the sim. Don't worry, I haven't forgotten. :)-adam

I posted a bunch of rubbish that was pretty much identical to what was in the thread starter's post. -adam

Hello Again, Okay, I agree that the amount of power that both versions of this very nice 757 has is pretty much spot on. The flight I based my post on was performed at night (ETD 2045 local) on a day where the atmospheric conditions were very near optimum: low RH, temp ~16C, baro ~29.88 inHg, as in reality a sharp cold front had just passed through the eastern US. In this case, yes the "rocketplane" lived up to it's billing. What my problem is, however, is exactly as Ghiom states. In VNAV the plane should reduce pitch at flap retraction altitude (1000 ft. AGL) and accelerate to 250 up until 10000 feet or until ATC kills the speed restriction. During this time, flap retraction occurs. This isn't happening with the RR version. The PW version does attain 250 KIAS before 10000, but very slowly. I, with Ghiom, have no problem with very high vertical speed. Any pilot would love to have that much assurance for terrain/obstacle clearance. But if I want to go 250, as the plane is designed to do in VNAV up to 10000, than the bird should go 250. The closer to 308 that the plane can fly while climbing, the more efficient the climb. That's why the ECON climb is set for 308 up to mach changeover. All of that said, I have one other observation to make about this 757. This may be and FS issue because I might recall it in at least one other add-on I have. As the plane crosses 10000 feet, the EPR limiter goes up to near max continuous for about a thousand feet before settling back down to where climb thrust should be. I only noticed this when I heard the engines spool up quite a bit when passing 10000. Unrelated, but while we were talking about the powerplant, I figured I'd mention it. Now, Ghiom, if you are still reading and aren't asleep yet, what exact lines in the aircraft.cfg are you asking me to decrease for this little test? As soon as you tell me this, I'll give it a go. Thanks again for listening, everyone...-adam

YOU ROCK!!! Thanks a million!!! Looks great. Now I can fly UAL flights without using the boring drab gray scheme!-adam

Hello All, I've noticed quite a few posts regarding what some believe is excessive thrust on the 757. I have noticed something through experimentation. With the P&W version of the aircraft, I can almost always derate the thrust enough so that climbs (especially initial V2+15 climbout) are very smooth and precise. I always attain the 250 knot limit during the <10000 foot phase. I cannot, however, say the same for the RR variant. I know that the RR's are generally more powerful but I agree that it is excessive. I tried US964 (KPHL to EGPF, a RR engined aircraft) a couple of days ago with a T/O weight of 253200 lbs and with CLB 1 and 38 degree assumed temperature. Even with these limitations, I only used up about 6000 feet of rwy 27R at PHL. I could barely manage the initial climb as I shot through V2+15 by about 100 ft. agl. And, I could never attain 250 knots. I was stuck at about 235-240 the entire way up to 10000 in VNAV, as others have reported. Even after 10000, the plane never reached it's ECON climb speed of 308. Always around 290-295. That seems odd to me, seeing as my T/O weight was very near MTOW. Now, my observation is that with the P&W variant, I get derated (CLB 2) EPR's of around 1.30-1.40. With the RR variant, I am seeing EPR's in the order of 1.50-1.60 even with derate. I don't know if this is how the RR's are supposed to function or not though, as I am no expert. I also find it interesting that the RR engines spool up very quickly. The first 10% of thrust that I add on the ground comes on almost instantly. I hve not noticed this with the P&W engines. I just thought I would make some observations and note that I am only having excessive thrust trouble with the RR engined aircraft. I love the P&W birds...very nice. Now, as I said before, I'm no expert on engine mechanicals so this may just be a long ramble on nothing. Thank's for listening for those who actually read this...-adam