Marc_H

and another example RF and AF are the two arc functions we'd need :)

Hi Alec, most of us fly with Navigraph cycles. Navigraph has a contract with the EAG (European Aeronautical Group) now navtech. They get the whole ARINC424 conform database and Richard "scales" this infomration down to the differen Add-On-File-Formats. If PMDG would decide to implement the full ARINC set, Navigraph could provide us the most real (**THE** real) navdata. But it would be just fine PMDG implents the arc funtions only. I attach a very prominent approach which utilizes the RF-Function (and which is completely unable to fly with PMDG jets). I overlayed the way PMDG (LNAV) flys the proc (in red) and in blue the way the aircraft will over- or undershoot: Most agencies publish the RF artificial fix coordinates. The navdata provider include they into the database. Via Navigraph (EAG -> navtech) we have access to the required information.

There is a standard how procedures like approches, SIDs, STARs... are encoded in the NavDatabase. This standard is commonly called ARINC424 that describes a so called Path/Terminator-concept (e.g. fly path XXX° until XXXD is reached). That's the way all modern airliner fly today. PMDG told me years ago they plan to implement an version of the RF function (Radius to Fix). So you could program the AP shall fly a given radius from an artificial fix. Not the very unsatisfying workaround to program every 10° a fix (like for an arc, there is a arc function as well specified in ARINC424). I saw a lot draft versions for new approach procedures utilizing the RF-leg type. I attach a draft version of a new approach procedure as sample:

Hi PMDG, can you tell if the upcoming 777 supports RF-Legs? I hope it will because you can't model tens of thousands of new procedures with this leg type.

Hi PMDG,could you please include presets of airline options for the 777?I mean a list of airlines and you can select one and all applicable options are set.It's quite frustrating to search airliners.net or such databases for the required information...

please upload part 2, 3 and 4.I think Rob was quite funny, unfortunately I wasn't able to attend because of a photography workshop the same day in Munich :(

- Lufthansa- dba (now *s*h*i*t*t*y* Air Berlin :( )- United

777-300ER or the 777-200LR :(

wait for a -300ER, saxey beast :(

Can we download an abstract of RSRs speech from München?

any chance for a small fix :(

Hi PMDG,I cannot select NDBs over 999.5 KHz.In the CIS are several NDBs with frequencies over 1000 (e.g. "AR" 1080 KHz or "SW" 1285 KHz).Is there a chance for a small fix :( ?(The range for NDBs is from 150-1610 KHz)Regards,Marc

I hope as well for an full ARINC424 Support!!More complex (other than DCT-to-DCT) RNAV-Procedures are at this stage totally unable to fly with PMDG-Products.The EAG (Navigraph) can supply a worldwide coverage of ARINC424 coded procedures.I hope PMDG will implement the whole set, and not just only TF-Legs or such simple things.

>1) What does that mean exactly and why is this aural warning given?Hi Susan,the warning sounds under the following conditions:-a continous movement of more than 2

Hi Dan,that sounds good, the AF-leg is imho quite important!I hope as well they will remove the mandatory runway fix "RW__".I know many procedures which include a visual segment to the runway (eg. Madeira, LPMA) without a runway fix:real Airbus | PS1.3 B744 SimulatorMaybe it's too early to ask, but get to "old" aircraft (737NG v1, 744, MD-11) as well an ARINC424-update?BRGSMarc

Hi PMDG,will the upcoming 737NG support the full set of the in ARINC 424 specified so called "path and terminators"?Especially RNAV-procedures, eg. with arcs around "virtual" center fixes, would profit from this featrure.The solution at the moment is no bad, but nevertheless, it's far(!) away from the real world.BRGS,Marc

http://www.jetphotos.net/viewphoto.php?id=209045andMarc

Thanks PMDG for this update!!

It looks the so called "High Decel Autobrake" is a feature for the upcoming MD-11.I saw in the FCOM, the MD-11 is equipped either with the standard autobrake or with a high decel version of the autobrake.Marc

Please do a LH Cargo paint as well :)Marc

Hi J-,I referred to the Auto Brake System.And you are right, the anti-lock braking system is called "anti-skid" on Boeing/MD aircraft.Marc

WOW, that sounds great!!Thx for the quick answer Michael :)Marc

Hi PMDG,I saw in the Boeing FCOM (Vol III), the MD-11 is equipped with one of two different ABS-Systems. The "High Deceleration Rate" ABS or the "Standard Deceleration Rate" ABS.Underneath state the FCOM which airlines use the high and the standard ABS. The most use the high decel version, but 11 airlines use the standard one.I asked myself what will PMDG simulate?Marc

Hi,yes, your calculation is right :) .>>How much fuel is required for Taxi?I quote the JAR-OPS1:Taxy fuel, which should not be less than the amount, expected to be used prior to take-off. Localconditions at the departure aerodrome and APU consumption should be taken into account.>>Final Reserve Fuel: I know that this is the fuel required to fly for 30 minutes at holding speed at 1500 ft (450 m) above aerodrome elevation in standard conditions, but How to find this value for the aircraft?You have to have a performance manual to figure out those values. A Boeing FPPM (Flight Planning and Performace Manual) or such documents.>>And finally, what does exactly the Minimum landing Fuel mean? is the same as Final reserve fuel???.The absolute minimum is the Final Reserve Fuel, otherwise you have to declare an emergency situation.

This video descibes the SLOP:http://youtube.com/watch?v=Y0q9NmCkVDI