beorn

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

Maybe I'll try this today. You think, it could be the SquawkBox?I'm not sure about the first crash, but the second one occured when I pushed the EXEC button AND someone was talking to the ATC simultaneously, so the SquawkBox was receiving voice data.Well, that'd be too bad, if this would appear to be a MSFS and SB3 conflict... :-/

Hi everyone!Today I've encountered that MSFS tends to crash to desktop when I try to go directly to a fix on the LEGS FMC page after ATC advise. I down-select the desired fix to the scratchpad, then upselect it to Line 1 on the 1st LEGS page, EXEC illuminates, I press the button - and here we are: the screen turn black with the SquakBox only displayed, and then there's a window that suggests to send a bug report to Microsoft.Two attempts to fly from EDDT to EDDM wrer ruined by that crash. Both crashes occurred under similar circumstances.Is there a way to fix it?

Thanks, Pete, looks like being true. :-) It sounds similar to the description of the light equipment at 737.org.uk.But the wing lights should be off when not on the ground, right?Well, now that we're discussing the lights, I'd like to ask the following:it's written in the manual, that the landing lights (both fixed and retractable, well, there's anyway a single switch...) should be switched off after climbing above 10000 ft or switched on when descending below 10000 ft. Do they really have to be on at such altitudes? Or is this altitude restriction there only to correspond with the 250 kts structural speed limits of retractable lights? I mean, it's generally prohibited to fly faster than 250kts below 10000 ft.-- Michael A. Peregudov

>That's just the way the 737 is... see this photo for example:8-[ ] Holy Great Mother of God!.. >http://www.b737.org.uk/landinggear.htm"Notice that none of the 737 series have ever had full main gear doors. Instead the outer wall of the tyres meet with aerodynamic seals in the wheel well to make a smooth surface along the underside of the aircraft."Can't stop wondering...Thank you for the infos, now I kow a little more.But you know, I was really surprised: I was completely sure, that all modern jets are equipped with gear doors. Is the 737 the only one of that kind or are there more (Airbusses or something)?>> Then I noticed, that two exterior light on both sides of the>fuselage were still on, though I had switched the landing>lights off after crossing 10000ft.>What colour were they, and where were they located, exactly?They were white and located, if I'm not mistaken, between flight deck side windows and the passenger door.>Could be the nav lights or strobes...No, they were definitely no strobes for they weren't blinking. Nav lights? Hm, could be...I'll try to post a screenshot of them tomorrow.-- Michael A. Peregudov

Hi everyone!I posted this message yesterday, but it is still not here, so I'll try once again.Though there was written here, that there were always a lot of thing to do when on CRZ, I still find a couple of minutes to watch the plane from outside: sky, clouds and the 737 - isn't it beautiful? So I switched the view in MSFS and noticed, that the picture wasn't that perfect.First of all, there were no main gear doors at all. The wheels were retracted, but could still be seen stowed in the fuselage when watching the plane from down. I have always thought those were the early days of the aviation when the gear was retracted that way (e.g. Junkers), without any doors, and that it quite unlikely to see such a construction an a brand new Boeing.Then I noticed, that two exterior light on both sides of the fuselage were still on, though I had switched the landing lights off after crossing 10000ft. Actually they seemed somehow ugly to me, as if they were an a wrong place. Should they really be there an on?So, what's this: livery bugs (I met these things both on the 737-900 Boeing Corporate and KLM liveries) or something I don't know about how a 737 shoud look?Thanx in advance!-- Michael A. Peregudov

>No, the PMDG-737 has not a fuel loader like the 747.There has been a utility on th PMDG site, which helps to calculate the fuel urn enroute, but it doesn't write the parameters in to the CFG-file, though there is such an option. It just doens't work. Can it be somehow connected to the obsolet FSUIPC version I was using? I downloaded the newer one yesterday, but hasn't been able to test it yet.>The "insufficient fuel" message depends also of the reserve>quantity you have entered in the PERF page. For the 737 I>normally use 2000 Kg. Yeah, I've read it in the Operating Manual. But in my case the message appears regardless of the RES-value. I tried to enter something like 0.1, bit it hesn't triggerred the message. And still: even if I enter 2000 (the FMC displays those values in tons, doens't it?), by THAT fuel quantity (twice as high than needed) thr reserves have to be greater than 2000 kg.>The message triggers when the FMC calculates not that you will>run out of fuel, but you will start to use the reserve fuel (a>figure that you, pilot, choose for every flight). It is a>caution message.Yeah, I know that as well, but it's hardly likely, that I'm going to use the reserve fuel, if I board the double needed fuel quantity.>Sometimes, on the climb phase the message can be also>triggered by the normally high fuel burn (fuel flow) in that>phase.That's why I tried to start and climb to the cruise level hoping that the message would disappear... it didn't.-- Michael A. Peregudov

Hi everyone!I've got some questions regarding fuel boarding in 737-900. Do I have to board the fuel via the default MSFS Fuel&Payload interface or is there a PMDG tool like the PMDG menu in 747?I'm getting a problem with FMC fuel calculations. When I activate a route and enter my Gross and Fuel Weights I always get an "insyfficient fuel" message. First I thought, my calculations were incorrect. Then I boarded 11,4 tons instaed of 8 for a 600 nm trip. The payload was only 6545 kg. That amount of fuel is pretty much actually, and it _must_ be sufficient for that flight, but the FMC message appeared again.I think, I was doing something wrong, but I can't get it. Can you help me? Thanx in advance!-- Michael A. Peregudov

Sorry for the missing name and thank you for help. I thought there was an extra option. Well, if there's no option, I'll load the panel state each time, for it would take too long and it would be a nonsense to follow those engine stop cheklists at the beginning of the flight, ain't it? ;-)-- Michael A. Peregudov

Hi everyone!If I'm not mistaken, there's been an option in MSFS settings, which allows to place the AC into the departure airport with no engine started. Or was it an option in PMDG Settings?Now the AC always appears at the initial airport with all engines (and APU as well, I believe) started. Is it possible to disable this? Or do I have to choose some "cold & dark" scenario every time I'd like to start everything manually rather than relay on MSFS accuracy?Thanx in advance!-- M.A.P.