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Thanks, Kyle!1. That's clear.2. Well, I couldn't find any switches to correct that. Those little white things under thr RMI are fixed to ADF and VOR respectively.3. Great! This NAV mode has another function! By the waym the NAV-GPS-switch is placed at the bottom of the ND. I thought, the NAV mode was for GPS data only.4. Well, my primary question was about those NAV/GPS modes. You've already answered it in (3), so there's no need to explain the AP in B1900 further. But thank you very much anyway!And a general remark: I really miss a normal Manual for the Beechcraft... :-/

Hi everyone!I've got some questions about the Beech 1900D.1. Is there a TCAS with TA/RA Mode in the PMDG Beech 1900D or do I have to install some add-on (e.g. RXP JetLine 2) to get the traffic info and advisory on the ND or the V/S display? I can see, that there is a TCAS module in the radio stack, but I can only enter my squawk there, there aren't any other switches.2. Is there a possibility to choose between ADF and VOR indication on the RMI or is the thin pointer fixed to ADF and the thick one to the VOR2 (NAV2) indication?3. Can the autopilot follow a VOR radial (like on a VOR approach, but enroute) or do I have to keep the VOR needle centered manually?4. Is there a place where I could get some more info about various AP modes and ND indications in the Beechcraft, especially NAV/HDG (AP) and NAV/GPS (ND)?Thanks in advance!

Thank you very much for your help, Mats.

>The error is marginal however. 200 kg in error is most>definitely what you would encounter if you ever did weigh all>payload before a flight in the real world.Hm, that sounds good. Thank you. But what should I use then: the auto-calculated value or the one I get from the briefing? Which is the real one? And once more: are those 200 kg very relevant if I land with a GW of 65,3 tons, which is the MLW for -800, wheighing 65,5 tons in reality due to that 200-kg-error? Is it too bad or not?

I'm using the value you're talking about. It is written in the aircraft.cfg file and displayed in the Fuel and Payload dialogue as "empty weight".Here's the Weight an Blance part of the .cfg file:[WEIGHT_AND_BALANCE]reference_datum_position= 52.786, 0.000, 1.861 // Vector of Boeing RFP to visual mode centre !! People DO NOT TOUCH !!empty_weight_CG_position=-57.770, 0.000, 0.000max_number_of_stations=50empty_weight=91300.000empty_weight_roll_MOI= 1630328.70empty_weight_pitch_MOI= 2103844.05 // was 2734997.20empty_weight_yaw_MOI= 1754301.78 // was 2403392.37empty_weight_coupled_MOI=212.00//station_load.0=27400.000, -57.450, 0.000, 1.050//max_gross_weight=173000.000CG_forward_limit=0.133CG_aft_limit=0.33091 300 lbs = 41 413 kg

Hallo everyone!Why does the FMC calculate the gross weight a little bit larger than it is? The empty weight of a B737-800 is 41413 kg. I boarded 20217 kg of payload. I made it through the MSFS Fuel and Payload Menu. So the ZFW should be 41413+20217=61630 kg. But when I pressed the LSK1L button (yeah, I know it's a cheat, but still...) the FMC displayed 61,8 tons. Where are these 200 kg from? And which value is the correct one -- the FMC auto calculated or the one I've calculated myself?Thanks for your assistance!

Hi everyone!Since I reinstalled both WinXP, FS9.1 and PMDG 737NG, I've been experiencing notorious CTDs with both 737-700 and 737-800. It is usually the very beginning of my flight: starting to taxi, taxiing, take off... Either the FS window becomes black while FSInn or SqBox continue sending and receiving voice and then I get an error message, or the nose gear "brakes" and the plane crashes on ground.I'm using ActiveSky 6.5, FSUIPC 3.75 (registered), FS RealTime and XSquawkBox for MSFS. For my online flights i usually use FSCoPilot 1.2 and FSInn 1.6, but I also tried it with SquawkBox 3. It crashes with both online flight utilities.I've just tried an offline flight with the same utilities except FSInn/SqBox, of course. The flight was perfect!So, it seems that FSInn/SqBox cause the CTD. But why both of them? Is there any common thing about them that could cause my CTDs?Can it be the FSUIPC? Previously I used an older FSUIPC version, the 3.73, and it was better, at least there were no permanent crashes.I'm using two sound cards: an onboard Realtek AC888 (for ATC talk) and a Creative Audigy SE (for all other FS sounds) with the most recent drivers. I've obviously been using only one of them during my offline flight, because there's been no ATC. Can the cards or divers incompatibility be the reason for all that?I would appreciate any comment or advice. Thanx in advance!

Hi, Todd!>Hi, I have a few questions - And here are a few answers. Hope it helps.>1) After the glideslope is captured, AP 1 and 2 are set, APP>set, etc, and the plane is descending fine, it suddenly>disactivates. Did you do anything when in glideslope? Any yoke movements? Any key-presses? How did you notice that the AP had disactivated? The light in the APP button went off?>2) I'm told that during approach, I'm going to see green>markers indicating when to extend the flaps. This is not so.>I only see the green marker for UP.You were told correctly. And what you have seen is correct too. At start you'll only see a marker for FLAPS 1 (that's the "UP"). After the speed indicator passes the "UP" mrkaer, select FLAPS 1. Then a marker for FLAPS 2 appears on the speed tape (it will look as "1"). When the speed drops below that marker, select FLAPS 2 - the next marker will appear. And so on. The markers just do not appear all at once like in the Airbus planes. The rule is to select the NEXT flap position when the speed passes the indicator that shoews the CURRENT flap position.>3) APU - After both engines are started, I turn off the APU. >I get a whole bunch of RED warnings: Low pressure for fuel,>yaw damper turns off, etc.Check whether the engine generators on the overhead panel are on. Turn them on, monitor the APU GEN lights extinguish and then switch the APU off.Have fun flying!

>Make sure you have throttles set to idle.I've always been pretty sure that thay were. The thrust lever on my joystick was set to the lowest position.>These engage automatically after touchdown,Do they? I've always thought it is necessary to push the brakes button to activate the brakes which then would use the value set with the autobrakes switch.>You guessed it, i stop reverse thrust at around 60kts.OK, now I'm aware of the correct speeds. Thanx!

>The 737 spoilers have quirks...Oh yeah, that's what I noticed.> Then>I hit the F1 key to ensure throttles are closed and then the>F2 key to bring up reverse thrust.Do you use only the F-keys to control the engines or a yoke with a thrust lever too, like Saitek X45. I'm asking this, because Dave has written about this F1-push too. Is the joystick throttle unreliable?> Reverse thrust is used from>touchdown until you've slowed to 60 kts.Aha, 60 kts, not 80, ok.>Braking is as soon as nose gear is downWow, the bird should have a perfect brakes cooling system in this case! :-)>This works everytime and looks to be very close to how SWA>steps through these items.Yeah, I watched the Aiport movie a couple of days ago. Though there's a B707 and the movie itself is pretty old, they already had such a thing like speed brakes armed position. But the pilots deplyed them manually after tuch down. I thought that was just a fiction, a movie which is not very close to the real life. But now that you're telling me apout those standard SWA procedures, I'm starting to belive it is really done quite often.Thank you!

Hi everyone!I have a couple of questions regarding the brakes, both normal and speed brakes.First, the speed brakes do not deploy after touch down, though armed.The a/c touches the runway, the green light "Speedbrakes armed" remains on, the speed brakes lever remains in the "armed" position, nothing happens. I activate the reverse thrust -- nothing happens either.Do I have to deploy them manually? I think it's something abnormal.Second, are there any speed restrictions for the wheel brakes? Or can I apply them immediately after touchdown and activating reverse thrust?And one more thing. What speed should the reverse be applied until under normal conditions? 80 kts?Thanks in advance!

Yeah, I remember this joke. :-) It sutes very well to my problem, indeed. Hope the simple restart did really help.But the idea with the test flight is great, I thought about it myself. Maybe I'll do that tomorrow or at the weekend.Thanks!

I tried to fly the route without SquawkBox engaged. Everything went just fine. After first DIRECT-TO I tried to start SquawkBox without logging in to VATSIM (I would be a bad idea to appear airborne in front of someone approaching to EDDM) and to perform the same operation. Everything went fine as well.So - what's the matter? It seems like SquawkBox but only when connected to VATSIM and processing voice data.Actually I have to say that I restarted my computer inbetween, so the problem can have been resolved by that already. Who knows...What are your ideas?

Dave,I use the FSCopilot and its time sync as well. But it could be the cause of the crashes.BTW, do you use only the secondary CoPilot features or the FSInn too?-- Michael A. Peregudov, UUDD

Well, that could be the reason. I've installed FSInn & FSCopilot recently. FSInn seemed ugly to me, so I switched back to SquawkBox without uninstalling FSCopilot & FSInn though, because I wanted to keep two useful FSCopilot tools - Clock Sync (the standard FS9 clock is just a disaster!) and the handy PushBack interface.I think, I'll try to uninstall those things first and to fly the route once again with SqBx3 turned on again. Hope it won't crash then.But now we've got another question: I'm quite pleased with the MSFS pushback interface (though it is still stupid enough), but the clock never is correctly, evein if matching the correct time at MSFS start.What would you suggest to keep the internal simulator clock tuned?P.S. Sorry, I forgot about the signature!-- Michael A. Peregudov, UUDD