rondon9897

Don't make a choice. Have both installed on different drives. Apart from the odd visual, you're getting very little advantage from P3D as far as I can see. I have both and can see no benefit to P3D whatsoever. I shall be keeping the PMDG stuff on my FSX for as long as they'll make it for FSX.

You have to go to the weather configuration tab in ASNext and then save the WX file basically.

Ahh now I understand! That's a relief I'm glad to know that's how the ALTN simulation works. You need to save the weather config file to pick it up in FSX which is then uplifted to the 777 via the datalink function

Your tutorial explains the CREATE AND LOAD TO FSX bit much better than the introduction section and I now have it working Kyle. Also, I've found somewhere else online that you have to save the ASNext weather config file, which the 777 Introduction does not mention. Don't know why but I'm struggling to understand the introduction PDF. Anyway sorted now I think - the ALTN LOAD still doesn't load the ALTNS I set in PFPX though but if I enter my ETOPS alternates in manually, I can load the weather for them using the weather function. Finally I'm using the uplink to its full effect!

Sorry Kyle I do have a photo here but I'm struggling because I'm afraid I really, really don't understand the PMDG Introduction PDF. I'm sure it's my idiocy as English is my native language and there are no complicated words but I simply can't follow it. :blush: I have ASNext and PFPX which is taking its weather info from ASNext. What I want to do is export the PFPX flight plan to the 777 (which is done over networked config as ASNext and PFPX are on my laptop, FSX on my PC), insert my ETOPS alternates into the ALTN page and be able to request the weather for them (or, even better, press the ALTN REQUEST button and have them pop up automatically). Are these things possible or have I completely misunderstood?

Yes Kevin I know what you mean I shall edit my post - I'm just a bit confused at to what Vernon's question really is.

As long as you have sufficient visual reference at DA, you can land. If the DA is 200ft and cloud base is 200ft, it is fairly unlikely that you'll get sufficient visual reference. Edited for clarity.

Jeez PMDG modelling is just outrageously good.

Sorry to confuse Vernon - 1200m is a specific limit on the ILS 04L at LFMN just as an example. Not all CAT I approaches have an RVR limit of 550m - some (like LFMN) have higher limits. The bottom line is that if you do not have sufficient visual reference by the time you reach your decision altitude, go around. You cannot perform more than two go arounds in low visibility, so if you can't get in on the second one, divert. As for the 3 segment RVR reports, not all runways have 3 visibility meters. Some only have 1. From one of my manuals: So presumably the other limits are to make sure you can see the stop end lights ('cos if you can't you may go off the end) and the centre-line during the latter stages of the rollout.

Oh I see what you're getting at now. Visibility and RVR are quite similar, except RVR is the vis in the direction of the runway whereas the met visibility on a METAR I *believe* is the lowest visibility observed in all directions within a certain distance (don't know what that distance is). Now in FSX we don't have the ability to measure RVR so I would use the visibility on the METAR as your RVR limit. So at LFMN again, if the RVR for 04L limit is 1200m or something like that, and the METAR on your AS NEXT dialogue says vis is 800m, you should divert. EDIT: Oh and yes, 550/125/75 will be the minimum RVR limit but as far as I know it doesn't matter what category aircraft you fly. If you have a Cessna 152 with CAT I ILS (unlikely), those really should be your minimum limits for a CAT I apprach (depending on the airport,as I said). That said, the end-point of the runway shouldn't really be relevant to a Cessna 152 if you're flying to a big international airport fitted with ILS.

Isn't that just a vortex generator? Not sure it moves. Might be wrong though B)

Forgive me if I'm wrong but the APU inlet on a 737 isn't a door, it's a bicycle seat-shaped indent below the tail section so it can't close.

Hi Vernon, You can do a CAT I approach in any weather above the RVR limit but then you can do a CAT III autoland in any weather above the RVR limit too, as long as you have CAT III protection. This might happen at a quiet airport where one would wish to test the integrity of the autoland system for maintenance purposes or just practice LVP in good weather, so that you have a CAT I reversion option if something goes wrong. As you rightly say, 550m is the CAT I RVR minimum and below this you'd have to perform a CAT II/III approach, but above 550m the choice is yours. CAT I would be the standard ILS in those conditions so go for that if you want. As for the minima, not quite sure what you mean there. Decision Altitude completely depends on the airport you're going into so you'd have to check the charts. Don't forget, RVR also completely depends on the airport - for example, you couldn't fly onto ILS04L for a CAT I at LFMN with an RVR of 550m (as far as I know, anyway). There isn't a CAT II/III ILS there, so in that instance you'd have to divert (Marseilles possibly).

Excellent thank you!

Hi guys, I was getting an RAAS warning every time I started FSX so I think I disabled it but can't remember what I did or my post on this forum concerning it. My question is: can I turn RAAS for the 777 back on, or do I have to reinstall?