G-CIVA

This one? http://forum.avsim.net/topic/336155-magnetic-variation-updates-for-fs9-and-fsx/

For Win 7 users ..... Start>Control Panel>Appearance and Personalisation>Display Select .... Smaller - 100% (default) Then... Go this link... http://www.sevenforu...ngs-change.html This will show you how to check ( or even change?) the DPI (Dots per Inch) size settings to allow text and other items, such as icons, fonts, and windows, to display larger or smaller in Windows 7...your looking to have 96 DPI to make things like PMDG PFD/ND/EICAS Displays view correctly (under normal circumstances). Good Luck!

Well...you know what I meant...it sounded more apt on this occasion than plain old 'manually' :lol:

Ok - saw the post on the Navigraph forum & Richard is absolutely correct - the hyphens of course indicate that the RWY elevations are below Sea Level in AMS...my bad for that one. Also, AFCADs & the various NAVDATA files within the PMDG 744 NAVDATAbase do not 'speak to each other' so this would not trigger a Nav Invalid CDU Message. Richard ???? when you say this I am assuming you loaded (& EXEC'ed) an ILS procedure for RWY 27 from the ARR page (for EHAM) in the DEP/ARR function in the CDU? After doing this & looking at the NAVRAD Page did you see the ILS frequency & Inbound CRS 'parked' - i.e. in smalll font at LSK 4L? Did you then wait for this frequency to 'Autotune' or did you manualy tune it by downselecting the small font into the SCATCHPAD before up selecting it back to LSK4L? If either of these occurred the font on the NAVRAD page would have changed to the larger standard sized digits. The ILS frequency & Inbound CRS would also have appeared in the top left of the PFD just below the FMA THRUST MODE indication. Once a valid signal was being received the 3 or 4 letter identifier for the ILS, Inbound CRS & associated DME distance (if applicable) would have then been displayed Or did you attempt to manually enter a frequency using the format yyy.yy/xxx (where y are the frequency digits & x are the Inbound CRS digits) at LSK4L or anywhere else on the CDU NAVRAD Page? A screenshot would be handy of the PFD/ND, CDU NAVRAD Page, CDU ARR Page & EFIS so that we can see how everything was configured at the time all of this happened. Best

Looks like you are on the money Carl...the last five digits after the hyphen which normally contain the associated ILS Freq & INBD CRS appear not to have parsed...I would imagine the hyphen should not be there either. Has anyone raised a support issue about this via the NAVIGRAPH Support forum?

Great news...I should have added the bit about running the flight one software as admin along with the linky but glad which ever fix it was that you seem to have things sorted at your end.

Please point me towards a 'useful' PMDG B744 Video on You Tube thats is of assistance to a beginner...I'd really love to see one. Most loose my (normally fairly lengthy) attention span within the first few minutes when I see a source of ELEC PWR being introduced via the overhead with HYD DEM #4 set at AUX...funny thing is...& shock/horror/righteous indignation/gasp!!!....all of this is & MUCH MORE is covered as a 'read & do' in the manual that PMDG were kind enough to include along with the product from pp.98 onwards. I am with Kyle when he talks of helping those who are also willing to help themselves. It's also wrong (in my view) to refer someone who is stuck at a particular juncture, sequence or flow to reference material that is factually incorrect - whatever it's origin....it is this issue alone that has done much to create the myriad of 'FS'isms', factual innacuracies & urban myths within the desktop flight simulation arena. Opinions are like a*******s - we have all got one.

As a customer option only though.

Without wanting to cause another forum spat... Dan ????, Granted whilst the use of LNAV/VNAV (think 'strategic tools') to establish on an ILS is a rare occurrence it is not beyond possiblity. The 'good books' state that the LOC can be intercepted in LNAV provided the aircraft is equipped with a serviceable GPS system & yes while I will agree that FLCH &/or V/S are the more usual 'tactical' tools...or pitch modes to establish on the glidepath I'd be very interested to see your evidence that states that the use of VNAV (to establish on a glidepath) is explicity forbidden in this instance. It is difficult for any of us to provide any form of relevant advice & guidance to the OP without some screenshots of what is happening inside his/her sim as there are really far too many variables.

It's the million dollar question. However - the majority of 744s stil in service today still do not have the more advanced dispatch led ACARS/FANS RTE & WPT WIND/DESCENT FORECAST uplink facilities now fitted as standard to the T7. Therefore the PNF still has to 'mandraulically' enter the wind/temp data using his fingers & the CDU. Granted some RL 744 operators have retrofitted advanced ACARs wind data uplink facilites but the majority have not - probably due to cost. While the industry standard is to do this in line with company SOPs which may only require it where major shifts in wind speed/direction/SAT occur that could still be up to 4 altitude reference & 4 wind directions & speed entries per WPT (1 at each altitude reference), 1 OAT altitude reference entry per WPT & 1 OAT entry per waypoint (at OAT altitude reference) on the LEGS Pages that could contain up to 120 indivdual waypoint entries...then at the outside consider that RTE 1 is not sufficient & RTE 2 is also used on the very rare occasion that the total WPT count could exceed 120 in total. A lot of finger typing!!...IRL with accurrate fuel burn numbers derrived from over 2 decades of operation & also based on individual hull performance figures RL crews can do this after departure & early in the CRZ with the confidence that the numbers will be very accurate. If a totally separate wind data source is used to uplink the wind data compared to the actual wind data you fly inside FS - then the margin for error widens. Then bear in mind that ALL FS flight planning software currently available (& planned for the future) individually use entirely separate wind data sources separate from AS2012 - so unlike RL (where the same source is used in flight planning & ACARs data uplink) & the margin for error continues to creep upwards. The next issue is the wind data source & reliability issues...AS2012 is within 3-5% on most days & I am not sure where they get their numbers from...so it would be pertinent to perhaps consider this source. Thinking ahead to the T7 & 748 (both of whom IRL have advanced ACARs data uplink facilites) there may be a future in your idea...there are already several ACARs simulations which 'bolt on' to FS ... Hoppies ACARs for one ... & of course none of this would ever be within the art of the possible unless PMDG create the coding behind the scenes to accomplish it. Over to you!

The current PMDG offering is now over five years old, for its time it was a marvel & such subtle options were not considered nor probably even programmable at the time. BA did have one a/c with Track UP as standard - G-BNLH - she no occupies a spot in the storage lot at VCV & also spent several years on lease to QF. I am 100% sure it will be a customer option for the 744X V2 which follows on from the T7 - in the same way as it is a selectable option for the NGX.

I suspect your registry has some duff entries .... its a well-known issue & your symptoms look exactly as they have for many others.. d/l & run this: http://www.flight1.c...sp?page=library then do a full reboot of the FS Computer & see if the problem persists & get back to us. The MAGDEC changes outlined above are a nice to have but not essential to successful operation. Good Luck

& its is not uncommon IRL for PF & PNF to display TERR OR WX - one on each ND dependant on company SOPs

Anybody fancy doing this one.......... http://www.planespotters.net/Aviation_Photos/photo.show?id=229353

If the OP has not left this forum forever ..................the PMDG B744 Manual brushes over this topic on pp 353-354 & really only tells half the story....a misplaced digit or letter can create a LATLON WPT thousands of NM off your planned track. Oceanic coordinates are actually very easy to enter, but this must be done in the correct format via the LEGS Page in the PMDG aircraft (although IRL it can be done via the RTE Pages). It's good practice to learn how to enter/construct the RTE using the RTE Page & LEGS Page in addition to learning how to enter LAT LON WPT entries in the various formats (You never know when you might get a track change on the NATs during an online event if you fly online). RTE 2 is often a copy of RTE 1, an alternative approach might be loaded into RTE 2 in the event of a late RWY change on the arrival. 3 ways to input a LATLON into the 744 FMS: There is a method that codes the LATLON into a series of numbers & letters which are held in the NAVigation DATAbase...these coded WPTS occur at standard intersections at 20, 30 , 40 , 50 & 60W on the North Atlantic routes & are also used to code LATLON intersections in other areas of the world. So, 5300N 02000W is actualy 50 degrees North & 20 degrees West, coded as 5020N...this coded WPT may be entered on the RTE Page, the following are examples: N Lat W Long - N46W050 - 4650N N Lat E Long - N50E020 - 5020E S Lat E Long - S50E020 - 5020S S Lat W Long - S52W075 - 5275W Where the longitude figure (E or W) is 3 digits: N Lat W Long - N37W125 - 37N25 N Lat E Long - N06E110 - 06E10 S Lat W Long - S20W125 - 20W25 S Lat E Long - S06E110- 06S10 The majority of LATLON intersections worldwide are 'coded' in the current PMDG AIRAC Cycle available from Navigraph. These 'coded' LATLONS can be entered via the RTE Page as they are exisiting WPTs in the NAVigation DATAbase. A word of warning....the margin for error here is large...so carefully check each entry. At least one RL operator requires that such 'coded' LATLONS be individually brought into the NAVDATA> Page & each individually checked for errors...a time consuming task to say the least. If a coded version of the LATLON does not exist in the NAVigation DATAbase the user MUST enter the coordinates via the LEGS Page in the either of the following 2 formats: Expanded Format: N5300.0W02000.0 or Standard Format: N53W020 The expanded format is more often used where mins & seconds of LATitude or LONgitude are required, for example: N01030.0W010.30.0 My personal preference (& advice to you the OP) is to enter all NAT LATLON entries in the Standard Format, or, where necessary in the Expanded Format, by doing this it is clear to the eye & useful on the North Atlantic at times of high workload when a full position report is required (if you fly online of course). Before I am accused of just RTFM'ing (& copying from it)....here is the original thread with my comment....sadly it does not parse into the new fora format & look like it used to..... http://forum.avsim.n...on#entry1976568 OP - I hope you are still hanging about to get the answers you have been waiting for!

Would have thought that was a prerequisite to success. 3 , 2 , 1 & .... flames ON

Nail on the head - well said! & again for good measure!

Fair enough - but we should remember that we are looking at this from an informed perspective. Imagine that up until you watched the vid you had never heard of ISA, ISA Deviation or the <FORECAST function in the FMS. With that in mind some more of the devils advocacy - using the methodology illustrated in the vid what would the ISA Deviation be at Mexico City with an OAT of +32'C? A considerable difference or error from the correct calculation if the sums are done correctly & I'll be the first to say that I am using an extreme example to make my point. If a less experienced simmer used this methodology he/she would cause themselves lots of head scratching as his/her NGX departs from the PTH that he/she helped it calculate with a flawed methodology. Although not relevant to the PMDG Forum an 'FS'ism' or 'PMDG'ism' thread would be fun & probably quite informative.

Never! I don't know what you mean...

The pop up that appears on the screen at about 1:40 onwards & his description clearly states otherwise - whilst you & I probably know otherwise this forum (& YT for that matter) is/are littered with innacuracies that themselves create a myriad of issues for those with less experience. Its nothing personal, but an incorrect ISA entry (& fiddling in the <FORECAST Page) can play havoc with VNAV thus causing further angst in the mind of a simmer already encountering issues.

Sorry...your description of ISA is totally wrong. ISA (or International Standard Atmosphere) is equal to +15'C at sea level with a corresponding air pressure of 1013.25 hPa, not minus 15 degrees Celcius as you indicate in your video. With a temperature of +31'C at Bari (elev 182ft) that would give an ISA DEVIATION of approximately +16'C (plus 16 degrees Celcius above ISA). 10 seconds on the tinternet gives this: http://en.wikipedia....dard_Atmosphere While AI is required when visible moisture is present at or below 10'C it is not normally required when the SAT (Static Air Temperature) is lower than -40'C (i.e. -41'C & onwards). At temperatures lower than a SAT of -40'C airframe & engine icing does not normally occur. PROG P2/4 will help when determining the SAT in the NGX. <FORECAST info should always be entered into the CDU WELL BEFORE the VNAV computed T/D. Any entry after the T/D (& therefore during the DES) is going to affect the VNAV PTH - this can be seen on your inboard DU. This is not helpful to the op who already has issues slowing his NGX down. Regards

Not necessarily. it would be fair to suggest that you would need a faily decent system these days to run some of the 3rd party scenery reasonably. You will even find 3rd party scenery on AVSIM & Flightsim.com that in some cases can actually match or exceed payware 3rd party scenery in both performance & realism. But you will find payware 3rd party scenery that performs poorly no matter how powerful your system is...its just a case of doing the research & shopping around. Not really. Get hold of ADE (Airport Design Editor) & you can set about 'tweaking' default airports to match the correct RW lighting & NAVAIDs in those ARPTs for which no 3rd party scenery exists. Good luck.

RTA has been covered ... not currently modelled ... lots of ones & zeroes already. NAV DATA Page is fully functional as are SIX FIX Pages (which is what I suspect you are on about here) allowing you to create a modern art masterpiece (in GREEN) on your ND.

I short Rob - they can't. Whilst the surface winds may be pretty close I'd bet you a fiver the higher & further you travel the more inncacuracies you'd see from VATSIM/IVAO online WX in wind velocity, speed & the ambient SAT. As you well know Rob it's the CRZ part of the flight regime that relies more closely on accurate winds aloft....& AS2012 have that box nailed pretty well closed. My comment was just me 'aiming off' for what I suspected may have been an inevitable consequence of my statement about using a quality product that you fork out good money for only to then download VATSIM/IVAO online WX (which rarely matches up to AS) & then to deliberately go forth & fly online with it. Hope my comment does not detract (too much) fm the OP. Once again my left & right lobes have come up against an impossible number of zeroes & ones & have elected to disconnect as I can no longer add them up into a number I recogize! Best to you Rob!

I'd bet $50 this is at the heart of the issue...why would you ever want to use VATSIM WX in a product that cost you in excess of $50 is beyond me. I am an online flyer & I have NEVER had an issue flying online with ActiveSky WX...seen plenty of online flyers using VATSIM WX & landing/taking off from totally the wrong RWYs (in comparison to RL & the date/time in question)....for the record AS2012 WX downloaded from their own server (free I might add with a legit registered copy of the software) is within 95-98% or RW numbers 24/7/52/365 PERIOD. Go into the AS2012 documentation.. ENSURE DWC is enabled & trawl the HiFi support forum & elsewhere here to get things running smoothly. Best of Luck!!!! Edit.............Queue some jobsworth (with about 10hrs online) to punt up now to tell me & you it's patently WRONG to fly on VATSIM/IVAO without using their WX input. To them .... 80P & show me where it EXPLICITLY states as such in the VATSIM/IVAO code(s) of conduct.