Vic1

777 FD soooooo preeeetty............... vic

Just wondered what version of max was used for the ngx and are future projects going to be created with the latest versions (ie;max2012 onwards) now that the export tools have been updated? thanks vic

how did you do the white mist behind the letters? vic

i was wondering if the 777 is the only boeing with this system or do the 747 and 737 also have this? A vic

i came accross this 777 video on utube and noticed a feature of the aircraft i have never known about before namely "pilot response" (4:30). This message appears on the upper eicas after a period of inactivity on the flightdeck finally followed by and alarm. Im not sure how long this takes to become active perhaps someone will know the answer. Also at the end of the video (8:50) is a close up of the PFD on landing and one of the best and clearest examples i have ever seen. Normally you get to see this from a distance perhaps and its hard to make out as well as this one. ideal reference material for the new PMDG 777 A vic

there will also be an advisory warning on the upper eicas stating left window open or words to that effectkav

3d modelling at this level is no walk in the park. These guys are at the top of their game and it takes years to get to this level so perhaps they make it look easy but its not. Making a blurry inaccurate model is one thing and are ten a penny. but to create work of this quality is a whole different ball game. Getting a nice smooth fuse (with out using smoothing tools) thats accurately contoured and correctly proportioned is no mean feat. Many have got it wrong in the past in various payware and freeware projects. Tweaking adjusting constantly to get it right can be a laborious and tedious process and one that take enormous skill and a good eye for detail and proportion(one of the common areas that lets a project down time and time again). Then you have the animation/ custom animations which are a whole mission by them selves. Also lets not forget the high res texturing which takes hundreds and hundreds of hours of painstaking work to UVW map and then create economically arranged texture bitmaps whilst trying to maintain that balence between performance and resolution. Same goes for the modelling where its a constant battle to get shapes looking good yet achieving this with the fewest possible triangles & verticies. All this whilst keeping in constant contact with the rest of the team as there are many areas that cross over between the modelling and the programming and ensuring a smooth transition between both. I used to be on the other side before i started 3d modelling myself and then i was able to see how much is involved. Its easy to dismiss something that you have not really done your self(well at least not at the same level ) 3dsmax is easy to get hold of you can even get a legal free student licence for 3 years from autodesk if you want to learn it. Its definately a good eye opener to see how well you can do your selfKav

yes the edits were made to textures in the main general pmdg texture folder as this is where those specific texture maps are located and shred by all liverieskav I dont think that would work as the mdl file will not be looking for those particular mapped textures in a livery folder but is looking in the main texture folder.kav

it was but these changes would affect any livery the same as they were made to general vc textureskav

the carpet was getting holes in it so have put in a new one plus a few other little alterationskav

Hellodureing flights the external textures keep disappearing leaving half an aircraft with random parts remaining. This tends to happen after i have entered the fsx menu but sometimes even if i havnt. also sometimes the vc is half missing toothere is no recovery without shutting down fsx747 400 x fsx Windows 7 Home Premium (x64) (build 7600)3.60 gigahertz Intel Core i7 X 980Board: ASUS Rampage III Extreme Rev 1.xxNVIDIA GeForce GTX 480 gainward 1548all latest drivers installedkav

ok thanks for the promp responseso does this mean that you cant enter a star whilst in cruise if you know the arrival you will be using well ion advance and remain in vnav on an offset while you do it? real or not i dont see the logic as to why you should have to leave vnav enter the star then return to v navkavan

if i try to enter an arrival star during cruise or decent in vnav lnav whilst on an airway offset the aircraft will try to turn 180 degrees and head back to the waypoint where the offset was put in this could be hundreds or thousands of miles back.the only way around this is to come out of the offset , input the arrival star and then replace the offset. The fmc is basically not recognising the paralell offset majenta trak as part of the route when it comes to star entry and refers to the origional trak which is now invalidthis is surely not right?anyonekav

Ok will try and fly again over the next few days and report back with a log tookav

ai chatter is checked not pre recorded chatteri do get to hear rc interacting with ai particulally on the ground but not much in the air but i do hear it. I would expact the radios to be buzzing on approach to heathrow or somewhere busy like that vectors etc etc but its not very busy at all and i have traffic on max. kav

yes i have that checked in the rc optionskav

I have rc4 fsx & acceleration.i run rc4 on a network machine and it works ok appart from being a bit slow in responding to commands. But i never get any traffic warning from rc4, my aircraft tcas will be shouting at me but never radar contacti am wondering if there is some thing i have not done right in the set up over the network?the seccont issue is that i never seem to get holds even when i select always hold.normally i have the hold for weather and it never holds me . i fly with ASA weather and browsed to the FLT/WX folder(i assume this is the flight simulatorx files folder where all flights are saved?)even with full imc i dont get divertedkav

Jimjust one screen shot firstly to show that the addon aircraft i use (pmdg 747x) has accurate wind readouts, and i have tested this extensivly and never once was their a difference with fsx shift z and the read out on the pnd , so this can be ruled out for a start. shiftz say 314@54 same as pnd.This was wind set via fsx weather not asxhttp://forums.avsim.net/user_files/192898.jpgNow pleas tell me exactly how you want me to provide you with evedence of the issue i am talking about? what altitude what location etc etcyou have told me that wind aloft data is a blend of 2 layers so where do i need to be to show this to you?as far as im concerned if the briefing is refreshed for 32000 feet and it says that at waypoint x the wind is 235@35 then i expect that when i am at or just passed that waypoint at 32000 feet that the wind acording to Shift z will be somewhere in the region of 235@35 give or take. and if as you say the data is a blend between the next higher and next lower fligt level then it should be somwhere in between right? because so far 180 degree difference is not some where inbetween the data i have seen for example if the blend is between fl320 (270@35) and fl340 (300@55) then i would expect the blend to be some where in the region of 280@45 am i right if i was at fl330. am i understanding this correctly. Unfortunataly so far i have seen very little data that shows this as i have said the winds in the briefing are nothing like the sim. and now there are others chiming in who have the same problem, and i would be prepared to bet that there are others out there who also have this issue but dont use the briefing to calculate wind distance at each waypoint so dont bother to report it i appreciete your patience with me as i am obviously a little fed up with this whole issue as i have reported it so many times and nothing has ever been resolved infact suggestions have been made in this very thread that it is the addon aircraft that i use that is porviding incorrect wind data. I would just like you to acknowlage that what i am telling you is fact for a start i am not inventing it!all i know is that if there is a briefing provided on a payware product such as ASX which claims to provide weather data at any given altitude at and given waypoint then i expect the weather to be similar to that data in the sime or what is the point in providing that data in the first place, i think that is a fair and valid point do you not?what i dont know is weather the reason for the different weather i see in the sim compared to that stated in the asx briefing is a fault of my own set up network connection or a bug in asx. I am not pointing a finger at asx untill i have got to the bottom of the cause. So i need your help to resolve this. ths explaination you have given me so far do not account for the vast differences i have seen between the two, blending or not you would not normally expect a winds aloft heading difference between to consecutive flight levels to be 180 degrees under normal conditions! not even entering the jet streem! at least not on a regular basis! So either there is a problem with the actual weather in fsx (from asx) or the briefing is collecting inaccurate datawhich is it?kav

or 3. there is a problem with weather at the nearest weather stations in fsx to each other not bearing any corralation to each other or perhaps bieng to far appart so that the winds are completely different to each other resulting in problems when the 2 are blended. If this is the cause i though that the virtual weather station option might have helped.i just want to get to the bottom of this issue once and for all and if it simply a shortfall of fsx then fine if its somthing else and no one else has the same problem then its a problem with my install and i just want to solve itthankskav

as far as the blending thing is concerned.its all very well but the result is that the winds given in the briefing cannot be used to get an accurate idea of the actual winds in the sim. surely if its a blending of the two why is it nothing the it says in the sim sometimes wind from completely opposit directions, surely it sould be at least close to the sim. Im not talking just about the few examples ive used here but from the hundreds of long haul flights ive done over the years. what is the point of the briefing if it is nothing like the sim.?its not the IAS that counts this would not change even if there was a 200 knott wind its the ground speed that counts and you can clearly see the difference there when the winds change. gs is 424kts with initial head wind then when the winds disappear it is 492kts. That 60 kts difference makes a significant difference to fuel planning when multiplied for numerous waypoints particulaly when the wind disappear totally.the IAS remains the same this makes no difference the the aircraft. I had calculated the fuel based on head winds like that at each waypoint from the data in the asx briefing yet in the sim those winds were not there at all for most of the 8 hour flight so my fuel calculation was was over by some 22000lbs on top of reservei dont understand why you seem to be questioning my findings or trying to justify the fact that what i see in the briefing is completely different on the whole to what i get in the sim blending or no blending its just wrong. Its clear from the pics i have shown that this is the case and if need be i can provide hundreds more showing the same thingthere can be only 2 logical explainations for why this is happenening1. there is a problem with my set up causing the sim weather to be different to the asx weatheror2. there is a problem with asx and the way it retrieves data for the briefing and /or how it send its data to the simthankskav

not quite that simple!i unchecked lock to fsx position just so i could manupulate the map for the screen shothow has that adressed #2 ? no winds at all? neither at fl300 fl310 fl320 fl330 or fl340 were the winds anything like those in the briefing so there was no blend particulally when there were no winds at all for the majority of the flight.i will go back and use the shift z to get the data and reproduce the shotslets forget about #3 for now thats another issue for another time i guessthankskav

ok here are some shotsremember im not talking about wind shifts here am talking about the winds aloft in fsx at a certain altitude not the same as the asx briefing says they should beSo im enroute from egll to kmia at fl320 just passed waypoint MALOT next waypoint 5320N. Here is the asx briefing (for fl320) copied part of the planAs you can see wind dir at MALOT is204 at 108 knots and so on EGLL 0 0 0.0 0 0 0 495 0 0CPT 29 272 -2.3 234 46 458 495 271 3MALOT 514 286 -8.3 204 108 468 495 282 655320N 181 90 -10.6 318 88 550 495 93 195430N 362 284 -15.3 291 84 412 495 301 525340N 362 264 -18.8 243 72 427 495 280Here is the asx reportEnroute:CPT:EGVI 102250Z AUTO 16015KT 9999NDV // BKN015/// 17/15 Q1006 RMK INTERPOLATED*MALOT:EIKY 102330Z 17015KT 9999 FEW020 SCT030 14/12 Q0988 NOSIG RMK INTERPOLATEDEINN 102200Z 110606 20015KT 9999 SCT012 BKN020 BECMG 0609 28017G28KT TEMPO 0616 4000 SHRA RA BKN010 BKN018CB TEMPO 1606 5000 SHRA BKN012 SCT018CB BECMG 1821 25015KT BECMG 2201 29012KT5320N:$272 102330Z 17015KT 9999 FEW020 SCT030 14/12 Q0988 NOSIG RMK INTERPOLATEDEINN 102200Z 110606 20015KT 9999 SCT012 BKN020 BECMG 0609 28017G28KT TEMPO 0616 4000 SHRA RA BKN010 BKN018CB TEMPO 1606 5000 SHRA BKN012 SCT018CB BECMG 1821 25015KT BECMG 2201 29012KT5430N:$250 102330Z 04009KT 9999 BKN065 OVC080 12/09 Q0998 RMK INTERPOLATEDBIKF 102218Z 110009 36010KT 9999 -RA SCT035 BKN050 BECMG 0002 09010KT PROB40 TEMPO 0006 5000 DZ BR BKN015 BECMG 0608 03010KT5340N:$227 102150Z 22002KT 9999 FEW100 05/02 Q1007 RMK 1AC RMK INTERPOLATEDBGBW 101915Z 101923 VRB06KT 9999 FEW0405050N:CWVA 102300Z AUTO 25008KT 12/12 RMK AO1 3010 SLP067 T01200118 50031 RMK INTERPOLATED*YQX:CYQX 102300Z 25007KT 20SM BKN063 BKN110 BKN210 13/11 A2972 RMK SC5AC1CI1 SLP066 RMK INTERPOLATEDCYQX 102339Z 110024 25008KT P6SM BKN060 TEMPO 0005 BKN020 OVC060 BECMG 0406 29015G25KT FM0700Z 29015G25KT P6SM SCT030 BECMG 1921 28010G20KTYQY:CYQY 102300Z 28013KT 15SM FEW059 13/10 A2999 RMK SC2 SLP155 RMK INTERPOLATEDCYQY 102340Z 110012 30010KT P6SM FEW060IGTAS:CWUR 102300Z AUTO 13/10 RMK AO1 T01290095 RMK INTERPOLATED*YHZ:CYHZ 102300Z 30009KT 15SM FEW040 12/07 A3012 RMK SC1 SLP199 RMK INTERPOLATEDCYHZ 102340Z 110024 31008KT P6SM FEW040 BECMG 1618 29007KT FM1800Z 29007KT P6SM SCT050 TEMPO 1822 BKN050 BECMG 2224 21007KTHIDIG:CXMI 102300Z AUTO 30012KT 15/07 RMK AO1 PK WND 30024/2205 SLP198 T01460066 53034 RMK INTERPOLATED*YQI:CYQI 102300Z 34007KT 15SM FEW075 FEW250 12/09 A3021 RMK AC1CI0 SLP232 RMK INTERPOLATEDCYQI 102340Z 110012 34007KT P6SM FEW0804209N/07051W:KNZW 102254Z AUTO 32006KT 15/07 A3027 RMK AO1 SLP263 T01500072 RMK INTERPOLATED*4045N/07350W:KLGA 102251Z 15007KT 100V180 10SM BKN070 BKN250 22/09 A3026 RMK AO2 SLP245 RMK INTERPOLATEDKLGA 102321Z 110024 15007KT P6SM SCT060 SCT250 FM0400 08005KT P6SM FEW250 FM1400 12008KT P6SM SCT250 FM1700 16012KT P6SM SCT050 BKN250FUMES:KW39 102256Z 05010G16KT 7SM SCT015 BKN020 OVC100 21/19 A3018 RMK SLP222 RMK INTERPOLATEDKNTU 102121 05015G20KT 9999 SCT015 BKN018 OVC030 QNH3011INS TEMPO 2100 6000 -SHRA OVC020 BECMG 0002 07010KT 9999 VCSH SCT020 BKN030 OVC100 QNH3014INS TEMPO 0006 07015G20KT 6000 -SHRA BKN010 BKN030 OVC080 BECMG 0709 04010G15KT 9999 NSW SCT010 BKN030 OVC120 QNH3016INS BECMG 1214 04015G20KT SCT020 SCT040 BKN080 QNH3020INS T22/22Z T16/09ZECG:KECG 102254Z 03008KT 7SM -RA BKN010 OVC031 22/21 A3017 RMK AO2 RAB38 SLP216 RMK INTERPOLATEDKECG 102320Z 110024 03009KT P6SM VCSH SCT007 OVC014 TEMPO 0004 2SM -RA BR OVC007 FM0400 05006KT 4SM BR BKN007 FM1300 06010KT P6SM VCSH OVC020 FM1900 07013KT P6SM BKN030MILOE:K85J 102350Z 03008KT 10SM FEW015 BKN065 25/23 A3012 RMK INTERPOLATEDKMYR 102340Z 110024 10004KT 6SM -SHRA BR SCT010 BKN025 FM0730 08003KT 3SM BR BKN005 FM1330 09003KT 5SM BR VCSH BKN015 FM1430 10007KT P6SM VCTS SCT015CB OVC030 LTD TO CLD VIS AND WIND 04Z-11ZOZENA:KSGJ 102250Z 07012KT 6SM HZ SCT024 28/25 A3000 RMK INTERPOLATED*LOTUS:K1J3 102350Z 13010G15KT 8SM SCT009 BKN070 28/26 A2999 RMK INTERPOLATED*HOBEE:KXMR 102255Z 12007KT 10SM CLR 28/26 A2995 RMK AO2A SLP144 T02820265 RMK INTERPOLATED*2709N/08006W:KSUA 102147Z 14016G21KT 10SM SCT016 SCT036 29/ A2994 RMK INTERPOLATED*2642N/07957W:KX81 102253Z 13016KT 10SM FEW015 28/25 A2992 RMK AO2 SLP132 T02830250 RMK INTERPOLATEDKPBI 101807Z 101818 13017G23KT P6SM SCT015 SCT250 FM0100 13012G18KT P6SM FEW020 SCT250 FM1500 13017G25KT P6SM VCSH SCT030 SCT0602620N/08000W:KBCT 102353Z AUTO 12011G19KT 10SM CLR 28/27 A2992 RMK AO2 SLP133 T02830267 10306 RMK INTERPOLATED*2557N/08004W:KFLL 102253Z 13015G19KT 10SM FEW017 29/24 A2991 RMK AO2 SLP128 T02940239 RMK INTERPOLATEDKFLL 101808Z 101818 13018G23KT P6SM SCT015 BKN250 TEMPO 1822 BKN015 FM0100 13012G18KT P6SM FEW020 SCT250 FM1500 13017G25KT P6SM VCSH SCT030 SCT060Destination (KMIA): KMIA 102253Z 11013KT 10SM FEW015 SCT130 OVC200 28/26 A2991 RMK AO2 SLP129 RMK INTERPOLATEDKMIA 101807Z 101818 13018G24KT P6SM SCT015 BKN130 OVC250 TEMPO 1822 BKN015 FM0100 13012G18KT P6SM FEW020 SCT250 FM1500 13017G25KT P6SM VCSH SCT030 SCT060No alternate station specified...Winds aloft by waypoint:Waypoint 6K 9K 12K 18K 24K 30K 34K 39K 44K 49KEGLL 221@41(10) 221@39(9) 225@37(3) 236@45(-8) 234@46(-22) 242@48(-38) 245@49(-48) 241@49(-55) 244@39(-58) 248@20(-57)CPT 218@42(10) 221@41(8) 224@40(3) 228@45(-8) 223@46(-21) 234@46(-38) 239@45(-48) 237@46(-55) 242@39(-59) 241@21(-58)MALOT 208@46(8) 207@43(6) 206@45(-4) 208@70(-15) 204@106(-25) 204@108(-39) 202@98(-41) 218@62(-43) 211@54(-50) 224@26(-52)5320N 314@47(1) 315@46(-1) 316@56(-10) 316@66(-23) 320@72(-35) 318@88(-46) 313@82(-49) 306@52(-46) 296@41(-48) 276@23(-50)5430N 281@33(4) 282@33(2) 283@38(-8) 283@43(-22) 291@59(-31) 291@84(-45) 288@117(-53) 292@76(-53) 284@48(-52) 277@24(-50)5340N 223@42(4) 229@44(3) 248@50(-4) 250@37(-15) 243@58(-25) 243@72(-41) 250@94(-51) 252@95(-59) 258@60(-56) 247@36(-54)5050N 251@41(7) 242@47(6) 232@45(-4) 238@77(-16) 224@87(-25) 213@97(-43) 225@104(-52) 233@85(-50) 237@66(-54) 238@45(-54)YQX 270@34(5) 268@34(3) 263@34(-6) 240@68(-19) 218@92(-29) 222@101(-43) 229@94(-49) 236@75(-47) 239@60(-52) 238@41(-54)YQY 305@25(5) 304@24(2) 298@28(-6) 283@34(-21) 264@56(-31) 252@77(-42) 251@78(-46) 254@76(-46) 253@64(-53) 258@46(-57)IGTAS 322@19(4) 307@23(3) 305@32(-5) 289@40(-19) 277@63(-28) 269@73(-44) 265@82(-48) 264@87(-47) 266@75(-53) 262@41(-57)YHZ 326@22(3) 312@22(4) 299@33(-6) 290@44(-19) 281@62(-28) 273@69(-44) 269@78(-49) 268@83(-47) 266@75(-54) 269@44(-57)HIDIG 326@22(3) 312@22(4) 299@33(-6) 290@44(-19) 281@62(-28) 273@69(-44) 269@78(-49) 268@83(-47) 266@75(-54) 269@44(-57)YQI 334@22(4) 323@26(4) 305@33(-5) 287@53(-15) 280@66(-27) 277@82(-42) 274@90(-48) 270@96(-50) 270@80(-57) 272@48(-58)4209N/07051W 357@10(5) 309@07(4) 292@30(0) 283@46(-12) 276@57(-23) 279@56(-40) 271@63(-49) 268@68(-53) 275@64(-59) 276@46(-63)4045N/07350W 075@04(7) 081@04(3) 285@28(3) 272@40(-10) 268@43(-24) 265@39(-41) 265@50(-46) 274@58(-52) 274@61(-60) 273@41(-65)FUMES 334@03(14) 272@09(12) 264@14(2) 264@21(-9) 266@47(-19) 249@61(-35) 248@74(-45) 262@58(-52) 278@45(-62) 268@32(-69)ECG 268@06(15) 259@10(12) 247@15(2) 249@17(-8) 233@25(-19) 247@45(-34) 249@58(-44) 259@54(-54) 281@46(-63) 275@34(-71)MILOE 176@08(16) 186@10(13) 255@15(4) 258@13(-7) 267@20(-18) 249@37(-32) 252@40(-43) 259@48(-53) 274@36(-63) 284@27(-72)OZENA 128@21(19) 134@20(16) 143@22(6) 110@09(-5) 184@03(-15) 278@03(-31) 297@21(-40) 234@39(-50) 252@41(-66) 260@11(-75)LOTUS 131@30(19) 137@30(16) 136@24(6) 119@17(-5) 113@08(-15) 035@07(-30) 288@18(-39) 226@26(-50) 248@39(-65) 272@11(-77)HOBEE 137@40(19) 134@39(16) 134@36(7) 116@21(-5) 089@19(-14) 047@13(-29) 174@11(-38) 193@17(-50) 237@33(-63) 294@12(-78)2709N/08006W 147@43(19) 144@43(15) 150@45(7) 157@29(-6) 127@15(-15) 124@19(-29) 138@16(-38) 204@17(-49) 237@27(-63) 311@12(-79)2642N/07957W 147@43(19) 144@43(15) 150@45(7) 157@29(-6) 127@15(-15) 124@19(-29) 138@16(-38) 204@17(-49) 237@27(-63) 311@12(-79)2620N/08000W 148@47(18) 146@49(16) 153@52(6) 164@40(-5) 171@25(-14) 133@14(-28) 142@14(-38) 203@26(-48) 242@27(-64) 333@11(-79)2557N/08004W 148@47(18) 146@49(16) 153@52(6) 164@40(-5) 171@25(-14) 133@14(-28) 142@14(-38) 203@26(-48) 242@27(-64) 333@11(-79)KMIA 148@47(18) 146@49(16) 153@52(6) 164@40(-5) 171@25(-14) 133@14(-28) 142@14(-38) 203@26(-48) 242@27(-64) 333@11(-79)Average Winds at 32000 = 251@39here are 3 screen shots from fsx all taken at fl320 as shown in the briefing.first 2 between CPT and MALOT seccond between Malot and 5320N. The wind data is completely different in both 1st and seccont shot and then the wind dissapears all together . I tried to refresh and reload the wx file but nothing . this is a common occurance, and not just over the ocean but over land too. Sometimes i have to restart asx to get the winds back in to fsx.the 4th shot past MALOT shows still no wind data when it should be 204 degrees at 108 kts. The wind re appeared a few waypoints later at completely different dir and speed to what it should be. compare the wind direction/speed on the aircraft ND at each location and they completely differ from the date in the asx briefing. fsx showed that asx is connected and weather data was sent to fsx.I hav wind shift stab off and data smooting too because you told me it can lead to inaccurate data between the sim and the briefing. What i see here is not just inaccurate its completely different or not at all. It like asx just forgets to send data after a while? This is simply useless for fuel calculations. In this example the brief says there will be mainly headwinds of approx 50 kts this means i added about 21000lbs extra fuel . But so far ive seen notyhing like this. 50http://forums.avsim.net/user_files/192676.jpgso here some way before MALOT the wind dir ok 235 but speed way off the asx data(234/46 ) at 106kts which says in fsx http://forums.avsim.net/user_files/192677.jpgnow fsx say 102/20 when asx says it should be 234/46 stillhttp://forums.avsim.net/user_files/192678.jpgnow all weather gone including clouds. sometimes there is etill other weather visable but the winds are completely different. If i restart asx clouds and winds usaully re appear but no accurat datahttp://forums.avsim.net/user_files/192679.jpg weather/winds still gone but should be 204/108http://forums.avsim.net/user_files/192680.jpgwind direction bear no resemblence to asx repored winds in briefingso to round up1. winds aloft in the brief are completely innacurate compared to fsx most of the time2. winds dissapear completely from time to time and other weather clouds also sometimes over land and ocean. have to refresh asx 3. wind shift still happen even with all the boxes checkedso you cant win either wayplease helpthankskav

and as far as i am aware although the AP can be disconected via the throttles and the master warning cancelled by a seccond press, the only way to re connect the AP is via the AP buttons on the mcp?this certainly did not happen in the dvd approach at any timekav

and the airport is egkk london gatwick runway 26lkav

i have detailed the dvd events in my other replies here but suffice to say that it is very clear in the dvd that at no point is the ap disconected or that there is any manual flight at all , hdg select is pressed with the ap enguaged and in land three, You can clearly see the left and right ap light extinguish before your eyes whilst the centre never goes out have a look you will see what i meankav