scandinavian13

When it comes to procedures, the FAA overlaps the end of a cycle (by 24 hours) with the beginning of the next, for situations like these.  That way, for the last day of the cycle, you can technically fly with either (though flying with the most current data is always advised).  With the AIRAC, operators actually receive the new one 6 days before the previous one became effective.  As an example, the current AIRAC (1406) was effective 29.May.  Operators received 1407 data 6 days prior (on the 23rd).  This allows them to tailor it and prepare it for delivery to whatever unit they happen to be using.  As such, despite the end of the cycle having a hard cutoff, the operator has plenty of time to update it prior to a flight that would span the cutoff.  As Tom mentioned, you don't change the data during the flight.
 
Updates are made via a Data Transfer Unit, and can be done at any point the aircraft flies through its maintenance station (even if it's a hub's minor maintenance facility - it's not a vastly complex process).  Different manufacturers have different procedures for updates.
 
Fun fact:
All of us actually have it really "good" when it comes to our nav data.  The NDB (nav database) on various aircraft can be pretty poor.  As an example, a major US operator has to be extremely selective with data in its 757s.  Some 757s actually only fly in certain regions because they only carry specific nav data, and even then, they only carry select procedures and airports.  Whereas we can load the whole world, and just about any procedure we want, the real units have limited space, and operators choose data appropriately.
 
 
 
 
ATC doesn't even play a role at all in that situation.
 
The operator is required to file a flight plan according to what it can fly.  If an aircraft doesn't have a current database, it might not be an issue if the route does not include any of the updates in the new cycle (procedures don't technically "expire" - that's how interval updates like what Jeppessen does, can work).  If ATC assigns the crew something that the FMC does not have, then they simply say "unable" and get worked in via alternate means.
 
ATC/CFMU doesn't ever enter that discussion at all.  There's no overarching authority checking and verifying every plane is on the right cycle.  It's not a field in the flight plan, and there's no visibility into that information from their side at all.  CFMU might enter the discussion if you file an unacceptable plan because you don't have the right cycle, but it's not checking the cycle directly - it's checking what's in the cycle.
 
The basic idea is "if you file it, you can fly it."  If ATC changes it to something you cannot fly, then you tell them you're unable.

Landings are landings.  The FCTM gives you pointers.  From there, it's practice, practice and practice.

Since I usually point this out when people mention reinstalls:
Reinstalls are generally more work than the solution they're attempting to "solve."  Usually, it's some sort of user misunderstanding, or misconfiguration, as is the case here.  For future reference, the intro manual would've explained all of this, which would've helped you avoid reinstalling unnecessarily, posting here, and then having to wait for a response.
 
There's a lot of great information in there, and despite it being 90-some pages, it's mostly pictures.  You should definitely have a look at it, because it'll explain lots of the "quirks" of the aircraft that you might first think are "unrealistic."
 
 
 
 
Yes and no...
 
What a lot of people don't know is that (real world) dispatch software actually uses the same fuel prediction code as the FMC.  As such, in order to get the most accurate plan numbers (without having to buy external software), it's just as valid, and actually rather "realistic" (to a certain degree) to use the FMC to calculate all of that for you.  So, sure, it's not going to plan your route for you, but it absolutely does plan your fuel for the route.  It might not include all of the contingencies that PFPX would add into the calculation, but I wouldn't say "it's not a fuel planner."

Honestly, a ToC would be a lot more visual, particularly for those of us who are used to the more "old school" approach of looking for one (whereas the "new school" would go looking for something like the PDF bookmark function).  It would allow people to use one or the other, at little to no more effort, since as you mentioned, the heading style already manages this, and there's a Word function to drop in a ToC without much extra effort (other than adjusting the pagination for it).
 
As far as the numbers go, I don't see a need to change it.

Speaking from a purely data-driven side (as a database guy, I mean), even if you "delete" your account, all it will do is mark it inactive so that you can't log in.  Your account is tied to those orders, so they won't delete it entirely, because then they'd lose who they sold those products to, which is vital information (particularly because they're digital products).
 
Speaking from a customer self-service side, you'd be doing yourself more of a disservice.  If you deactivate your account, you won't be able to review your past orders.  Those orders include your activation keys.  If something happened and you needed to reactivate your products, you'd have to submit a ticket and wait.  As it stands now, all you need to do is log in and look at your past orders.  It would make customer support a bear later, too, if you needed to buy something like the extended download service, but the original purchase was on a different account.
 
Something to think about...

It's really not that confusing when you actually use it a couple times.  The included tutorials will get you used to it in no time.  As mentioned, don't be afraid of it.  It's actually a lot more powerful that the default GPS.
 
 
HOWEVER....
 
 
What others have written here about the plane not having GPS is absolute rubbish.  It does.  In fact, it has two GPS receivers.  It just doesn't have a graphical display like the Garmin model you're probably used to from flying the default aircraft.  The GPS position is fed directly to the FMS, in addition to other position data.  This creates redundancy, and increased accuracy.
 
EDIT:  Just realized Dave beat me to the latter points.

Have you run any FSX "tweaking guides" that suggest turning off various Microsoft Services?  Or do you have any programs that turn of "unnecessary" services before you start your sim?  Things like this can be caused by FlexNET being disabled.
 
Are you getting a green initialization bar at the top when you load the aircraft?

You can't.  T/D is a flexible point on your path that the FMC adjusts as it sees fit due to the weather/wind picture, and constraints on the descent profile.  The Cruise page (VNAV pages) shows you a time and distance from it.  Use that.
 
 
 
 
No.  Use HDG select.  Why would you want to avoid using heading select to leave your LNAV route and then rejoin it?  That doesn't make any sense.
 
 
 
 
Michael posted a video that should have you set in the post above.  For future reference, these are called OFFSETs.

Yep.  It's an FSX bug.  Hit Q twice and that'll fix it.

For what it's worth, FlightAware might not give you the actual route information.  Occasionally, it gives you information after the FAA systems have had their way with the plans (directs, altitude changes, and so on).  Most of the time, it's the best source, though.
 
Now, I need to make an important distinction here:
Good routes, in general, you'll want to go to FlightAware FAA PREFROUTES, you might want to the FAA directly for those:
http://www.fly.faa.gov/rmt/nfdc_preferred_routes_database.jsp (it's down at the moment, for whatever reason) In the end, what the crew flies is what ends up on FlightAware, and many of the routes that would need to be preferred routes will be the ones that end up on FlightAware.  The only difference is that going to the FAA is going to the source.  Going to FlightAware is simply a secondary source, so it's been parsed and played with in the operational environment.
 
I discuss PREFROUTES here at around 18:50:

Follow the instructions as outlined over at Support.Precisionmanuals.com

It's not so much the issue of turboprop versus jet.  It's more of an issue of the specific aircraft.  Other aircraft have systems to protect the avionics (electronics, etc) from overloading that could happen during the engine start.  This one doesn't.

Contacting ATC should be done when you are reasonably ready to get the aircraft moving.  One of the reasons you get a clearance is to verify and validate your entry into the system.  Filing a flight plan essentially tells the system that you plan to fly at a particular time, to a particular location.  Calling for clearance is saying you're ready to act on that earlier plan and actually do it.  As such, when you call, you're essentially saying that you are ready to go as soon as you're cleared (within reason).
 
As an example:
You file (or your company files) a flight plan that's scheduled for 0800, on a loosely constrained day (nice weather, no [strict] slot metering).  The system verifies and validates your flight plan based on an 0800 departure, and loosely "reserves" airspace for your flight based on that initial time plus your filed TAS.*
 
You and your FO finish all of your pre-flight checks at 0730, and you're ready to go early.  If you call for clearance, the controller will clear you, and your time is updated in the system to 0730.  This updates that earlier calculation of "reserved" airspace for your flight.  If you called for clearance at 0730 and then just sat there until 0800, it throws off your timing in the system, which has an effect on other flights through that airspace.
 
 
 
The long and short of it, though I've oversimplified much of the process and theory behind it all.  Basically, get everything set up, and then call for clearance.  It's not likely that your route will get changed significantly enough to have to amend the entire thing, so putting the route in prior to calling won't be a wasted effort.  When you call, it's expected that you'll be ready soon after the clearance.
 
 
*If you look at an ICAO flight plan, you'll see sector times listed in the RMK section. These times advise the system how long the flight will be in each FIR/UIR to assist in sending portions of your flight plan to the proper facility at the proper time.  There is a lot more to timing than people think, when it comes to ATC.  The controllers don't need flight information hours before the flight intends to be in their airspace, and they certainly don't need it after the flight has left it.  So, strips are delivered to the controller based on your entry into the system plus a calculation of the distance and your filed TAS.
 
This is also why you might find a flight plan that lists [Airway] [Fix] [Same Airway] - the system has split the flight plan at that fix to send it to separate facilities.  If you were to see something like J14 VUZ J14, what you're seeing is that the flight plan was split at VUZ to send a portion before VUZ to ZME (Memphis Center), and a portion after VUZ to ZTL (Atlanta Center).
 
...more than you ever thought you needed to know about ATC.

No need to get upset.  Take a deep breath for a second.
 
In order to check out with PayPal, you had to use an email account (that's how PayPal accounts are set up).  Have you tried using the email that's registered with PayPal?  As I'm sure there are quite a few people who use the PayPal option and there aren't more posts like yours, I can only assume there's something unique going on here.  As such, I don't think all of the vitriol directed at PMDG is quite warranted.
 
If you believe you've tried everything, you should open a ticket at support.precisionmanuals.com.

...you check by switching to another plane and trying a flight to DFW to see if it messes up the same way.
 
 
 
 
If it still looks messed up, it's not a problem with the 777 and the change is only coincidental.
If it doesn't look messed up, then it may be something that changed after the 777 was installed.
 
Troubleshooting 101:
http://www.techrepublic.com/blog/user-support/how-to-troubleshoot-a-computer-problem/
 
 
...since it's your ground vehicles and so on, I'm guessing it's GSX-related.  Have you tried restarting Couatl?  You do this by using the Add Ons menu, and in there you should find some reference to GSX or Couatl ("Couatl Powered Products" or something like that).
 
Do you, perhaps, need to register your FSDT scenery?  I know FlightBeam's IAD will kill all the buildings and so on after the trial period ends.  Perhaps your FSDT scenery does similar, which would explain why it's fine for departure, but not arrival.  Registering fixes this issue.

To step climb, you don't need the AUTO STEP climb feature, just so you know.  Especially on a short flight like that.  First, it's not realistic (the extra feature).  It's just there for those who have long routes and want to walk away from the computer for hours on end.  For a step climb in the real world, you ask ATC, get approval, roll the higher altitude up in the window, and hit the center of the button to get the FMC to pick up on it (without having to do the extra work of reselecting the new cruise altitude in the FMC too).
 
Additionally, you can certainly use VNAV in the climb, too.  Unless there are climb restrictions, there's no true advantage to either in the climb.
 
 
 
 
It can be convenient.  You just need to understand what the convenience is there for, and how it's used.
 
First - again - step climbs are there under the assumption that you're flying the optimal altitude for the given weight of the aircraft.  If you're at a lighter weight on a shorter route (less fuel weight), your optimal altitude is going to be very high.  Even if you file a low altitude, or set that as your cruise altitude on the PERF INIT page, the FMC interprets the step size being above zero as you telling it "you need to be closest to the OPT altitude using RVSM (or whatever STEP SIZE your set in there if you overrode it) altitudes."
 
So, if you tell it FL370, but the OPT ALT is FL400, and you gave it a step size of RVSM, it will show FL410 on the legs pages.  Why?  Even though you said the initial altitude was FL370, the very reason you use steps is to stay close to the OPT ALT.  As such, it will assume that you'll want to go to closest altitude (biasing higher) to the OPT ALT.  For this reason, you'll see the LEGS pages all displaying whatever the closest altitude is to that OPT ALT for the anticipated weight at that point.  If you're at a suboptimal altitude - regardless of it being near the beginning or the end of the flight - it's going to list the proper altitude for the optimal altitude.  That's why the FMC is doing that (and it's how the aircraft system is supposed to behave, because again, that's the whole point of the step: optimal altitude).
 
It would then follow that the AUTO STEP CLIMB feature would press you to those altitudes, because its very purpose is to:
Keep the plane at an optimal altitude (utilizing VNAV) Let people not have to bother with following the optimal path manually (so they can walk off and not worry about it) So, it's definitely convenient, but just like the convenience of an autopilot, you have to understand how it works to get it to give you that convenience.
 
To be honest, my recommendation would be to turn off the AUTO STEP CLIMB feature, and try to come to a little better of an understanding of VNAV itself.  In order to force it to avoid steps entirely, enter a step size of 0.  Additionally, if you're not going to use VNAV in the climb, you might as well use ALT HOLD when you're at your final FL, because VNAV is worthless if you're not going to fly the optimal cruise altitudes and use steps on your own.  Just select VNAV when you get closer to your T/D to let it handle the descent.

RA 100' <-- RADIO DA(H) 131' <-- BARO

Gotcha.
 
Well, I used the forum search for "TRANS ALT" and found this.  Looks like this is your answer:
 
 
(emphasis mine)

If your STEP SIZE is anything other than 0 (it probably says RVSM), then the aircraft is working properly and you're just misunderstanding what's going on.
 
When you put a CRZ ALT in there, what you're doing is telling the aircraft your initial cruise altitude.  Below that field, you'll see a STEP SIZE field.  This step size is you telling the aircraft how it should expect to increase in altitude over the course of the flight to optimal higher altitudes as fuel is burned off and flight at higher altitudes becomes the more efficient option.
 
When you added FL350 in the initial cruise altitude and left RVSM (the default value) in the STEP SIZE box, you're telling the aircraft:
I will start off at FL350 You may use any altitude above that using RVSM standards to maintain an optimal profile
These altitudes, in your case, are: FL350, FL370, FL390, FL410 (and I think FL430, but that's rare) So, since the step size is above zero, the aircraft is assuming that you want to fly at the optimal altitude for the expected weight.  Since the OPT ALT is closer to FL410 than any of the other altitudes, the FMC is saying you should be at that altitude for that portion of the flight.
 
If you want to force FL350 in there, you can set FL350 as the cruise altitude, and set your STEP SIZE to 0.
 
 
 
In the future, it might be better to ask the question first, before assuming something is incorrect.

When you're on the page where you enter your CONT Fuel, REM Fuel, HOLD Fuel and all that, you'll see a speed in there somewhere (M84 or 0.84 or similar).  This can be overridden by a CI simply by typing the CI number.  This can also be set as a default in the aircraft's profile, if I remember correctly.
 
Your numbers have to match in order to question the validity of the plan...

Yes.
 
Make sure you're entering /FL###S for a planned step at a particular point, instead of via the normal step profile.

Delete your FSUIPC.ini and let it rebuild.

Install it on your current PC and read the section in the intro manual about uninstalling and reinstalling and you'll have your answer.
 
Answer (for paraphrased here convenience):
The new system will automatically de-register the product when you uninstall it so that your installation count is reset for when you install it on the new system.  Nifty, eh?

That's the problem, then.  There's a problem with that panel state, as noted in the pinned tracking thread at the top of this forum.

Guys,
 
Too many people are relying on trying to follow exactly what too many other people are doing, which is making this a lot more difficult that it really is.
 
The wind feature is NOT dependent on a company route.
 
The only thing that really matters is that the file name contains the two ICAO codes for the airports in the active route.
 
 
 
 
Upload a flight plan file into the Flight Plan feature and look through the flight plan digest (the window with all of the weather reports) to see if it has the wind listed in the same format.  I imagine that it does.