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  1. Thanks for the heads-up regarding DLYS! It apparently solves the issue however for the life of me I can't control the thrust with my Saitek Cyborg Evo. It goes straight into reverse then pops up to full power, then reverse again... I checked and removed the axis from FSUIPC as well as disabled the joystick from within FSX, every axis works apart from the erratic throttle behaviour. BTW I chose "THROTTLE_SET" as its assignment. Also I swapped the values in "Set low/center/high" to no avail. Any ideas?
  2. Same here, now all of a sudden I have partial recognition by either FSuipc or FSX... Also DINPUT8.DLL didn't help one bit in my case, when using it the controls were dead right from the start. I have come across numerous issues with Win8 and at the same time haven't seen activity on MS's side to adress any of those, it's really disappointing, I had big hopes for W8...
  3. Come on people enough with this usb power setting thing, it has been made pretty clear that this is not a usb power saving issue. It only comes back (most of the times) with random clicking between other windows etc.
  4. Although I do not use a second monitor as Leclercq A. above, I have noticed that by changing the focus between open programs (minimizing, maximizing, clicking here and there) I usually manage to restore the joystick's functionality without doing anything in FS except checking now and then whether the sticks is responding or not. If not, I continue going through my open programs until I succeed. Not being able to restore it is a very rare occurence however if it doesn't work when I first start FS it never will. I am still trying to identify what of all this that I'm doing actually does the trick but no luck so far. For example yesterday after starting descending with the joystick dead I opened up windows explorer, went to the recycle bin and -what to do?- I emptied it! Back to FS and guess what, jostick active again. After turnaround during push-back I tried the recycle bin trick again, no luck whatsoever! Maybe it's random, who knows!
  5. I've tried all of the solutions above but to no avail... Today my joystick disappeared within 1-2 from starting the sim. A power setting is out of the question I guess since I've even disabled the "selective suspend" setting. Compatibility mode and "run as administrator" options haven't helped either. Thanks to everyone for their suggesations though... I've seen other reports of this as well so I don't think my joystick is defective.
  6. Unfortunately compatibility mode did not do the trick. I'm currently in cruise on my second leg of the day and my joystick is once again lost but only in FSX. Considering diverting to an ILS equipped airport for an autoland... :huh:
  7. Same here! Flew Kos-Heraklion-Mykonos-Trondheim-Svalbard with the NGX in a single session (without closing the sim that is-not on the same day!) and during ILS approach at Svalbard I disconnected the A/P only to see that my joystick (Saitek Cyborg Evo) was not responding at all except for the hat switch to look around. Tried the key combination to activate/disactivate joystick in FSX, tried a different usb port, reinstalled drivers, changed all usb properties to not turn off the power... still nothnig. The PC sees the stick as usual, in the sim however it is not listed in the "controllers" menu. I saved the flight mid-air, quit the flight, checked the "Controls" menu again from the main (preflight) FSX menu and it was listed again. Loaded back my saved flight, guess what! Joystick missing again!! I am running WIN8 as well... Never saw that before in WIN7 btw...
  8. Hey Leonardo! I had the same question for a long time before I actually found out how it works! So here it goes: There are 2 ways to control the nose gear during taxi. The first as you already suggested is the rudder input, but with a limited effect. In fact the rudder pedals permit nose gear steering up to 7 degrees each side of the centre. (All of the info here is about the 737NG). This is used primarily during the take-off roll where larger deviations from the centre position would be undesirable. During taxi however there's another way to steer and it's called the "nose wheel(/gear) steering wheel". You can see it in this picture of a 737-8EH on the left of the Captain's yoke. http://www.myaviation.net/search/photo_sea...php?id=01160222Some airlines have it installed on both sides, others prefer the more inexpensive "CPT's side only" version. This handle, shaped like a semicircle, allows the pilot to turn the nose gear up to the maximum of 78 degrees. That explains why the rudder remains in it neutral position during those steep turns many aircraft make on the apron, it's just not used for that! On the other hand during the take off roll it's easy to notice the rudder movements that result from the nose gear steering if you watch the aircraft from behind especially on a windy day, where continuous corrections are required! If you hold the steering wheel while using the rudder pedals you may deflect the rudder fully during preflight checks without the nose gear turning. During pushback a "lockout pin" is inserted into the nose gear which "paralyses" it, in order to make turns by the pushback vehicle possible. The maximum angle for a turn during pushback is indicated on the nose gear doors with a red stripe or a red field. There's also a third, less fancy method to make slight turns during roll and that's by using differential braking, but I'm sure you knew that already! I hope this was a little helpful! Happy taxiing!Regards & jet blastChris Margaritopouloshttp://img256.imageshack.us/img256/3804/kr...tforumbapn1.gif
  9. Hey Jason,It was the B737-31S with reg. nr 5B-DBY, named "Olympia". Once the aircraft is airborne this alarm sounds only in case cabin altitude exceeds 10,000ft. This is also true for the NG series not just the classics. Boeing has received a lot of criticism about the lack of a more "outright" or a more specific warning since this alarm sounds in other cases as well. A good knowledge of the airplane's operation though shouldn't allow a flight crew member to misinterpret these warnings. Check out this topic:http://forums.avsim.net/dcboard.php?az=sho...d=136029&page=6 The report of the investigation team pointed out some weaknesses of the system and made a couple of recommendations to the manufacturer. For instance the fact that the "Manual" indication light on the pressurization panel is in green while "Auto" is amber was considered improper and confusing since in aviation amber (and red) are the colors that require the crew's attention. Furthermore with green being a "weak" colour it was often difficult to notice that the indication was illuminated specially in the morning when the sunlight comes from the side. Helios departed at 9 in the morning heading northwest, so the sunlight was coming from the co-pilots window and I'm sure you already know above which pilot's side the pressurization panel is located... But even so, the fact that the crew did not interpret the warning correctly and did not check the pressurization panel which was included at least 3 times in their checklist is just outrageous.As I 've read in many posts here at the forum, this warning is not modelled in the PMDG NG, so for us simpilots it's pretty much up to our "professionalism" and procedure-oriented performance to keep those simpassengers alive and kicking!Regards & jet blastChris Margaritopouloshttp://img256.imageshack.us/img256/3804/kr...tforumbapn1.gif
  10. You 'll need an editor for wave files to do this (like "sound forge" or if you use the nero suite to burn your cd's you'll find one there as well, which is called "wave editor" I believe.) Try to trim the sound at the end or the beginning to remove this annoying spot and while in the editor play the sound in "loop mode" to check it before saving. It might take more than one try to achieve a satisfying result, the key is to end the sound to the point where it sounds exactly as when it starts...Regards & jet blastChris Margaritopouloshttp://pelagus-air.freehomepage.com/Kristo...forumbanner.gif
  11. What you hear is the "take-off configuration warning" which is triggered while incresing thrust towards the take-off range when any of the following conditions are true:-trailing edge flaps NOT in "flaps 1" through "flaps 15" range-leading edge flaps 1 and 4 not extended-spoilers/speedbrake lever not down-Stabilizer trim NOT in green band-parking brakes setthe warning stops once airborn. The only situation where you may hear the same warning in flight is when CABIN altitude exceeds 10,000ft which means that the cabin is losing pressure -or during climb not becoming pressurised proprerly! So, the "take-off configuration warning" NEVER SOUNDS IN FLIGHT. Unfortunately, even though it's easy to distinguish these two cases, there have been countless incidents in flight where the flight crew thought this was a take-off configuration warning. A recent example where the flight crew failed to interpret this warning as a cabin decompression was Helios flight ZU522 that crashed near Athens in 2005... BTW the "Cabin altitude warning" is not modelled in the current version of the PMDG 737, so keep an extra eye on that pressurization panel!! Chris Margaritopoulos kilo-mike-tango 737-800"only your mind travels you farther!"
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