G-CIVA

For all the naysayers (Matt C not included) ... its not RYR but a Canadian operator ... watch & learn ... http://youtu.be/A8c_q5bRB6k Yes you saw it right there ... ILS24R @ YUL ... 170 kts from ATC until VOLAX & final landing flap (FLAP 30) when passing approximately 1300 RA ... it can be done & is done regularly & safely. On the ND that looks like approximately 3 DME from the RWY. The best brakes on the aircraft are the big metal & rubber things that can hang down underneath if you pull the big lever on the dashboard. They safely achieve the Boeing (& RYR incidentally) 1000ft aal 'Stabilised' criteria as laid down in the Boeing 737 NG FCOM. Stop slagging off the likes of RYR whose FCOM, FCTM & QRH are in effect facsimiles of the Boeing original - which all PMDG NGX drivers have. RYR flew in excess of 80 (EIGHTY) million passengers around Europe last year & since commencing operations in the mid 1980's they have had NO fatalities & experienced only one hull loss due to a double engine failure on approach to CIA caused by a multiple bird strike. That's a pretty good safety record despite the adverse media attention they receive. RYR flight deck crew come from pretty much every corner of Europe & are able to operate to a single common language & set of SOPs safely hundreds of times each & every day into not just quiet remote but also large & very busy European Airports. It's rocket science.

Rocket Science ......

If you don't want to go through the full re-alignment process (i.e. you're flying a short return sector like DXB-DOH-DXB for example) then use the RTE COPY> option on ACT RTE 1 to 'flush' RTE 2 of any data you don't need for the next sector. Copying the ACT RTE to RTE 2 is also good practice.

'Proffessional' my bad - Professional ... damn iPads.

Another perfect example of people over thinking the simple & making things more complex than they ought to be .... Top Tips: #1 Use PFPX AS IT WAS DESIGNED - with the bought & paid for WX subscription. It can realistically simulate for YOU the actions of the flight planner/dispatcher from the get go & it can provide you with hard & electronic versions of your mission with graphical illustrations should you require them. It will also simulate the uplink of the flight plan into the aircrafts navigation system & provide you with inflight wind uplinks as you proceed down your route. These wind uplinks will reflect real wold changes based on the same prediction models used by flight planners & dispatchers in the real world. #2. ASN is a dynamic weather engine simulation - it does a fair job at recreating weather conditions around the planet in a dynamic manner. Turn on ASN, leave it running in the background & leave it well alone to do it's own thing without throwing anything like a flight plan at it (especially relevant for those of you using a single PC as it is one less load on the processor). In the real world the various flight dispatch/flight planning software programmes are NOT directly linked into the real world weather & vice versa. These programmes provide a PREDICTION of what the weather & wind wil be doing in the near future & while they are pretty accurate they are not 100% perfect. Weather is by nature a dynamic beast - this is where the dispatcher/planner & the aircraft commander earn their pay. By not allowing for this important aspect you are missing the point of using tools such as PFPX. You might be pleased with the results. It's called Proffessional Flight Planner X for this very reason.

When you have final confirmation that the Beta process has been flawed for ages .... no offence meant Kyle but seriously ... Feel free to show me the door - already checking my six to ensure it does not hits my arse as I pass through.

It might all be due to you Win 7 DPI (dots per inch setting). As you are using Win 7 this might be the issue and it is worth checking thoroughly before any support ticket or re-install: For Win 7 users ..... Start>Control Panel>Appearance and Personalisation>Display Select .... Smaller - 100% (default) Then... Go this link... http://www.sevenforums.com/tutorials/443-dpi-display-size-settings-change.html This will show you how to check or even change the DPI setting 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/HUGs Display(s) view correctly (under normal circumstances).

Munch munch munch...the cat is getting fatter.

If you use Win 7 this might be the issue & is worth checking before any support ticket or re-install: http://forum.avsim.net/topic/385738-pfd-flight-level-indicator-problem-bug/?fromsearch=1 It might all be due to you Win 7 DPI (dots per inch setting).

Throwing some popcorn down to the cat.... munch munch munch

That's what I was telling you to do...anyway...sorted by the looks of it.

Probably not a bug. While there is no such F270 hard altitude published for the WILLO4C AFIK (there is for the WILLO3J) it is entirely possible that while you are flying at such a relatively low CRZ ALT a STAR (when loaded) may contain a higher HARD ALT than your CRZ ALT. Solution...cycle through the LEGs Page and check each STAR/APP WPT against the chart(s) (as done IRL)...remove the VNAV magic if in flight by going into ALT HOLD and DELete the higher (than CRZ ALT) altitude constraint from the LEGS Page. Check the CRZ ALT on the CRZ Page and when all is as you require it to be re-engage the VNAV magic. If you have found a bug you need to contact your NAVDATA provider.

Ciaran, Are you sure your A/T Switch physically moved to the OFF position?...or are you describing normal 'NG' A/T behaviour after lift–off where the A/T remains in THR HLD until 800 feet RA, the A/T annunciation then changes from 'THR HLD' to 'ARM' and reduction to climb thrust can be made by pushing the N1 switch or it occurs later upon reaching the thrust reduction altitude which was selected on the FMC CDU TAKEOFF REF page 2/2 during pre-flight, or when the airplane levels off in ALT HOLD or VNAV PTH. If it is physically disconnecting (A/T Switch) then I would imagine that as others have described you have some sort of key press or button conflict.

I was thinking along the lines of somewhere inside the integral and fully functional EFB or even on the fully functional WX Radar control panel that everybody is chattering about!

Flame-proof coverall, hood, gloves and goggles on...... The Ground Proximity Warning System (GPWS) relies on a radar altimeter(s) to determine the aircraft height above terrain. As with all radars there is a 'blind spot' ahead of the aircraft as the radar altimeter points in a generally downwards direction towards the surface of the earth. The GPWS provides alerts based on radio altitude and combinations of barometric altitude, airspeed, glide slope deviation, and airplane configuration. The system alerts are for excessive descent rates, excessive terrain closure rates and altitude loss after take-off or in the event of a go-around. The Terrain Awareness System (TAWS) holds a worldwide digital terrain database on-board the aircraft inside a computer and relies on the aircraft on-board Global Positioning System (GPS) technology for positioning and correlation. In other words the computed current GPS aircraft position is compared with the on-board database of the Earth's terrain. This terrain information can be displayed on the ND to give pilots a visual orientation to high and low points in proximity to the aircraft and it can create a series of aural alerts which can warn for potentially hazardous flight conditions involving imminent impact with the ground. If there is a potential terrain conflict these aural alerts are provided based on estimated time to impact. These alerts are referred to as “look-ahead terrain alerts.” The terrain data as presented visually to the pilots is not designed to used as an independent navigation aid. The combination of both radio altimeter based GPWS alerting and TAWS based terrain awareness is often referred to as Enhanced GPWS (EGPWS). There is a full explanation of all of the systems, sub modes and warnings in the PMDG NGX FCOM v2, (Ch 15 Warning Systems 15.20.11) starting on page 1229. So, by creating a terrain database that is totally separate from the FSX terrain data (or that created by an add-on) and which is effectively on-board our simulated and virtual aircraft (by virtue of being buried inside the PMDG sub folder and separate from FSX) PMDG have done a pretty neat job of simulating the effects (IMVVHO). Flames licking all about my feet already...it really is worth looking into the manual, by attempting to answer the question and spending 20 minutes in research I have learned much more than I thought I already knew about the subject. Now - where is that button - 'mark forum as read'.

Still not a 'radar' though is it?...more like a....ermmm a Terrain Database perhaps?

Humour? Damn...I thought you were being serious? I rest my case.

These 'tutorials' are going to be 'sow ejumakatchonal'....

I see you were trying to enter WPT WINDs during the CLB phase?? - normally this works fine for me also but occasionally I get the same issue. My solution has always been to attempt to DELete the WPT WIND entry that caused the issue and go into the PERF INIT Page and overwrite the CRZ WIND entry at LSK 2R...this normally solves the issue for me. I am then able to reengage VNAV for the rest of the CLB and enter the WPT WINDs after the top of climb has been captured.

How about a right click on the link I posted a few posts back & open in new tab - then look on the right at the choice of options - click on the one relating to MAGDEC. Just tried this & the link I am referring to works fine: http://www.aero.sors.fr/index.html

But did you have to quote the OPs ENTIRE FSX cfg file?

Granted that is correct - it is not published on the FAA chartage but if you use a well known internet search engine & search 'kjfk charts' you'll very quickly find the info.

My Bad... Your picture shows you lined up on or about the extended RWY centreline some distance back up the approach with the LOC indication on the PFD offset to the right - as it would indicate due to the offset nature of the LOC antenna.

This is a massive 'FS gotcha' IRL the LOC for RWY 22R @ JFK is OFFSET & the Final Approach Course (FAC) crosses the Extended RWY Centreline 2152ft from the threshold. The charted RWY HDG is 225 degrees, the charted FAC for the LOC is 222 degrees. The MAGDEC file DOES NOT affect the position or the course of ANY NAVAIDs within the base FSX files or the same in any addon scenery layer a user installs above the base FSX layer. Your picture shows you lines up on the extended RWY centreline with the LOC indication on the PFD offset to the right - as it should be. Another common 'FS Gotcha' is your positioning of the MCP SPEED BUG right over the FMC computed VREF...under normal circumstances YOU the pilot add 5 kts to the FMC computed VREF to obtain your VAPP or Target Speed (a very relevant topic in itself ATM). Couple this with being under the Glide Slope indicator with Flap 40 set puts you behind the 'energy curve' (again a very relevant topic in itself ATM). 'Mr Boeing' was very clever in that regarding the PFD SPD Tape if you place the base of the magenta SPD BUG on the top of the green FMC computed VREF numbers you instantly have the 5 knots additive as used under normal conditions. The Manuals that come with the product give more detail on additives to the FMC computed VREF due to windy/gusty conditions.

NTSB Press conference says the PAPI were operating...the NTSB went on to say that the NOTAM regarding their outage was issued AFTER the crash. It was a bright sunny day, 10NM vis & light winds & 11000ft of tarmac ahead of them.