G-CIVA

PMDG NGX QRH - Go to the Alphabetical Index starting on pp13 .... Then ..... NNC 13 (13.TOC.1) (pp 285) onwards) Do you have service based failures or any malfunctions enabled? would be my next port of call.

LGW is a single runway operation...the ones on your list have at least one departing & one arriving runway...LGW has one runway for both. Spooky that...ATL has five runways in each direction to LHR's two. Or am I trying to be too simplistic as usual? Much of this discussion revolves around two closely linked cultures separated by a common language...as it always has been.

That might compound any issues you might be experiencing....dependant on the wind direction & strength relative to the RWY HDG it could result in a cross-wind condition beyond the Autoland capability of the aircraft. Better to fly manually under those types of conditions with the VAPP adjusted using the formula (as highlighted by others) in the FCOM. Those AUTOLAND Limitations are covered here ..... PMDG-NGX-FCOMv1 Limitations L10.5 (pp 57-58)

Just to clarify one minor pont regarding the ISA DEV entry on the DES FORECASTS Page...the ISA entry there is the AVERAGE ISA Deviation for the whole descent from CRZ ALT to the TDZE. We have seen some rapid advances in FS WX Engine capability & the SAT is now modelled pretty accurately by the likes of AS2012 with the latest beta patches & you can get a pretty accurate number by figuring counting the numbers & doing a quick sum with your Mk1 Pencil & Paper.

I gave you a document & page number ... did this not help?

Almost there ... PMDG-NGX-FCOMv1 Supplementary Procedures SP 16.1 Adverse Weather (pp 257 onwards) ........ --------------------------------------------------------------------------------- ""Icing conditions exist when OAT (on the ground) or TAT (in-flight) is 10°C or below and any of the following exist: •visible moisture (clouds, fog with visibility less than one statute mile (1600m), rain, snow, sleet, ice crystals, and so on) is present, or •ice, snow, slush or standing water is present on the ramps, taxiways, or runways. CAUTION:Do not use engine or wing anti–ice when OAT (on the ground) or TAT (in-flight) is above 10°C. Engine Anti-ice Operation - On the Ground Engine anti-ice must be selected ON immediately after both engines are started and remain on during all ground operations when icing conditions exist or are anticipated. CAUTION:Do not use engine anti-ice when OAT is above 10°C. Engine Anti-Ice Operation - In-flight Engine anti–ice must be ON during all flight operations when icing conditions exist or are anticipated, except during climb and cruise when the temperature is below -40°C SAT. Engine anti–ice must be ON before, and during descent in all icing conditions, including temperatures below -40°C SAT. When operating in areas of possible icing, activate engine anti–ice before entering icing conditions. CAUTION:Do not use engine anti-ice when TAT is above 10°C"" --------------------------------------------------------------------------------- Remember - the ENG Start Switches go to CONT before Ice Protection is switched ON & they remain ON until Ice Protection is switched OFF. Wing Anti-ice is rarely used IRL & the procedures regarding it are more complex; especially if used in flight prior to landing....this is all covered later in the same chapter. The SAT is always displayed on PROG Page 2/4 in the CDU @ LSK2R I appreciate the sentiment regarding finding info in the manuals...if like their real-life counterparts they had the indexing already there I am sure many more people would use them. Seriously though ... despite this it really is worth sticking with it....they are a veritable goldmine of info. HTH.

I was wondering when 'FS'ism #1' would rear it's ugly head in this discussion ..... no offence intended but .... It may come as a shock to many desktop simmers but the 250/10000 rule is not absolute & it is waivered on a daily basis IRL & not just for 'heavy' aircraft either ... so long as ATC & airspace can accommodate/allow. ECON SPD is called such for very good reason & it is normally well above 250kts ... it saves gas & time ... the bottom line(s) in commercial aviation today. If you are an online flyer go try & live a little...next time your in the climb out & cleaning up whilst in 'convo' with ATC ... ask if there is any speed restriction... you never know ... your friendly controller might be in a good mood & once the flaps are 'UP' & the light is 'OUT' you might actually enjoy it!....I double dare you!

I stand to be corrected as I don't normally use FAA style chartage but..... "S-ILS 1C" ..... Or a straight in ILS to RWY 01C ...& in bold below....a Category II ILS procedure requiring the flight crew to be legally certified & aircraft to be correctly equipped & legally certified to fly the approach. RA 96/12 - This is the Radar Altimeter Setting Height or Decision Height (DH) of 96 feet set against the Radio Altimeter with a corresponding Runway Visual Range (RVR) of 1200 feet. 100 - is the HAT or the Height Above Touchdown (in feet) measured against the SERVO Altimeter which (set to the local QNH)...in this case this corresponds to a barometric height of 386 feet Above Mean Sea Level (AMSL)...supplied for info & cross reference only: HAT (100 feet) + TDZE (Touchdown Zone Elevation - 286 feet AMSL) = 386 feet AMSL Now I am feeling 'foggy'!

PMDG-NGX-FCTM 5.7-5.8 Landing Minima (pp 183-184) - has a clear & concise explanation MDA, DA & DH & when to apply them...indeed the whole chapter...indeed the whole document is a goldmine of info where many common Qs have answers laid out in a clear, concise & sensible format...this is the same format for all Boeing FCTMs. Oh dear!...did I just refer to the manuals that came with the product? Shame on me.

Can't see any images...but at a guess it might be your DPI Setting: http://forum.avsim.n...em-on-displays/ Let us know if this fixes the issue.

Personally...the cynic in me see this a little more than navel gazing & narcissim..'ohh look at me!! I have an FCOM from such & such' ...the reality is that pretty much any type of Boeing or Airbus document can now be found buried somewhere deep in the interweb...all one needs to do is develop a keen sense of smell. As Rob & Kyle have indicated...things like CI & CG will vary from day to day & from operator to operator & I am not so certain directly quoting the current numbers from a RW Airline here is really the smartest thing to do no matter how helpful one might think it is.

Well said...sadly this is a place in which the sheer volume (amount) of posts one makes is rewarded by a natty little badge or trinket regardles of the quality, content or helpfulness of said posts. To a certain extent the moderators are damned of they do & damned if they don't but this issue could have been solved in a much more discrete manner & probably with a little less severity. Compared to the majority of the innane crap that is posted into here it hardly creates a ripple IMVVHO. But hey...##### do I know anyway? Veterans unite!

Not really...it depends on the alternate...several well equipped ARPTs within the Olso area....Rygge & Torp spRing to mind. Thing is the WX was actually good...the RWY was visible from at least 1000 agl...perhaps they were attempting an autoland for crew certification or aircraft certification or just for the benefit of the video viewers.

http://forum.avsim.net/topic/336155-magnetic-variation-updates-for-fs9-and-fsx/ Current MAGDEC is 2010 vintage...in conjunction with the Flight One Reg Repair Tool it will solve the issue. Also easy to install/remove & the NAVAID updates also available from the same place bring FS9/FSX up to date....all provided free of charge to the FS community.

Tried a right click with the mouse?

Agreed...'skool' is 'deffo' out for summer here downunder....& my popcorn bucket is nearly empty. Best bit is that 15 yr old kids still rock up & try to 'swing the lead' - must be a generational thing. Only fessed when he knew the game was up.

To restore the Panel Switcher simply cycle back to the 2D flight deck view & hover the mouse over the centre of the large window frame/post. There is a click spot there to show/hide the Panel Switcher.

Not strictly true...the magnetic variation changes not the runway or scenery positioning & localiser beams should be centred on the RWY heading down the centre of the RWY (unless they are meant to be offset) & not fixed to the magnetic heading - which is the bit that changes. You can update the FSX Magnetic Variation to 2010 values & update the FSX Navaids by going here .... http://www.aero.sors.fr/index.html All done free of charge to the FS community & NAVAIDs updated in line with current AIRAC Cycles. I expect he is working on a newer MAGVAR file for the future. More reading here: http://forum.avsim.n...or-fs9-and-fsx/ The files are simple to add/remove & do add to the realism if that is what you are after.

1. In the centre of the MINS (BARO/RADIO) Button in the top left hand corner of each EFIS Mode Selector Panel you will see 'RST' - by pressing this you can remove the currently set minima value on the PFD & the BARO/RADIO Minimums callout will also be reset...this should do the trick. Make it part of the scan/flow when you tidy up the MCP as you trundle back to the gate after landing or as you prepare the flight deck for your next sector. 2. It sounds like you were fiddling around with the CRZ ALT on the LEGS Page or entering an incorrect value there or the same on CRZ Page or DES Page & possibly entering an incorrect value there. By doing this it sounds like the FMS logic moved forward inadvertantly to DES mode. If this happens place the aircraft in a pitch mode other than VNAV, re enter the current CRZ ALT on the CRZ Page of the CDU @ LSK 1L & EXEC. Once everything looks correct you can reselect VNAV. Always make alterations to the CRZ ALT via the ALTITUDE SWITCH/WINDOW on the MCP & by using the ALT INTeVene button adjacent to this area on the MCP & as a cross check follow through by checking on the CRZ Page of the FMS that the new CRZ Alt is set there in magenta. It's normal for the PF to keep his CDU on the Take Off/CLB/CRZ/DES pages & the PNF to keep his CDU on the LEGS Page during flight. SOPs differ from operator to operator. So have each one set as you see fit. ALT CONSTRaints for your STAR or arrival are normally loaded when the particular procedure is loaded via the DEPARR Page as you are probably aware. It's difficult to chase down exactly where things went south without a screenshot. Hope this helps Cheers

Already done on the NGX...if you have it installed go to the CDU once the a/c is powered up..... Press the MENU Button PMDG SETUP> ABOUT>

I see they have LNAV in lieu of TRK HOLD as the ROLL Mode option for DUAL CH AUTOLANDs. More info in PMDG FCOMv2 4.20.28 (pp 240/1240). Would love to see this in any HG patch...I guess we'll be playing with the T7 by then.

Was anybody actually called an idiot directly?...all I see is some candid, clear & constructive advice then all of a sudden at post #4 it goes south with the anti-Kyle brigade (anti plain speech perhaps?)...the rest is then the usual blather (yes I am guilty too).

Well according to another 'contributor' to this thread that must put you in the anal geek camp.... So hows that for 'branding'? I know which one I am happy to be branded...yes...that's right the anal one who backs up all of his downloads to removable media, manages to keep all of his electronic receipts for all the stuff bought for FS in the same place & also carefully reads the product manuals to manage his expectations & to learn how to fly the thing too....as Kyle said...it must be a generational thing. To all you fellow 'anal geeks' out there in AVSIM Forum land....whatever your age, gender, race, creed or religion...I salute you as a kindred spirit! :lol:

You may wish to re- consider that ball park 10 degree pitch attitude value... Some examples of 'long planes' for you us to ponder: B737-800 - Tailstrike pitch attitude - 11 degrees B737-900 - Tailstrike pitch attitude - 10 degrees B777-300 - Tailstrike pitch attitude - 8.9 degrees B777-300ER - Tailstrike pitch attitude - 10 degrees B747-400 - Tailstrike pitch attitude - 12.5 degrees Ch 3 of the respective airframe FCTMs covers the tailstrike avoidance technique in great depth...you can see a common thread across the different airframes with a few subtle differences for each one.

This might help .... http://www.smartcockpit.com/aircraft-ressources/CIRCLING_APPROACH_2_ENG-B738_RYR_rev_4_0-JAN_09.html I can see a couple of opportunities in there for disconnection of A/P & A/T.