KCA9304

Hallo Vic,It's not to me to write a step by step help file for a GREAT program made by Herve Sors.Learned to use it myself, by reading all available documentation (also for FS9) on his site and having a look at the way the Basic Scenery Grid is set-up in FSX.So just some hints:Google -Basic Scenery Grid- to find a grid diagram telling how scenery is setup on this globe.This link is ESP, but you will find the same grid in your installed SDK for FSX.NDB's and VOR's are stored in the NVXxxxxx.BGL files for every grid-block.With EasyNavs you can update these BGL's to the current MagVar value.Time consuming, but worth the time if you want correct VOR indications.Once more, credit to Herve Sors.Hope it helps,Harry

As documented, it only corrects 4 of the possible 96 scenery areas.Still a great performance made possible by Herve.Regards,Harry

No, it does not break the ILS course.FSX is outdated regarding MagVar, that is if you use current approach charts and latest AIRAC files.In FS. the runways are aligned to true north, the local variation gives the correct runway heading on any ND.So what Tabs means is that the graphical runway alignment (and extended centerline) will be better aligned if using the Magdec.bgl he found on the site of Herve Sors. Unless offset, all ILS'es are fixed to the runway centerline. (be it real or FS).If realtime magnetic variation is applied to official charts (mostly once every 5 years), part of this operation is to change the ILS course as well if needed. (Do not see this at the NOAA charts however, read my thread above). Runway re-numbering is another possible item involved. Now, if your intention is to fly any airplane A to B by FMS and get you captured by the ILS, then you'r done, be happy with the resulting landing.Is there more we should know? Might be.Ever wondered why VOR needles on the ND did not indicate direct to a station?Ever wondered why VOR track mode on the MD11 was in between the MAP dotted line and the VOR CDI presentation?Same reason as the runway alignment being solved by a recent MagVar update.Still interested?VOR's (except a few oriented True North) have there reference to magnetic north.FS.'s VOR's are referenced to the default FS. magnetic variation.(declination if you want).Replacing the Magdec.bgl in FS. does not correct the VOR operation.What you could do, if you like:Read what is avail on the site of Herve. EasyNavs is a possible option to tweak your FSX installation so as to get it as real as it gets. Worked for me, MD11 freak.(real and FS that is)On to the little workhorse NGX, FSX will be the same default, or can be adapted to more real data by using info provided on the site of Herve Sors.Regards,Harry

Ryan,Now that you have discovered the site of Herve, maybe this thread is of more interest now to you and the team.http://forum.avsim.net/topic/320849-md-11-vor-course-on-nd/page__p__1931485__hl__budee__fromsearch__1#entry1931485As stated, for me not only MagVar, but also other items on this site, permitted me to change FSX in a way so as to make the ND of your MD11 behave more like the real thing.It also resolved the VOR TRACK mode.As the runway alignment is taken from the NavData base (WPNavApt) , it would be even better for the presentation if these data (RwyHdg) were correct.Why this doubt?Reference: NACO Approach chart KMEM ILS/LOC RWY09 gives an ILS course 091. The same is derived from the Navigraph NavData file of course, as it is an official figure.Looking at the KMEM Airport Diagram we see that the Magnetic Variation is indicating Januari 2010.Based on this, the Magnetic Runway heading (092.6) is shown at rwy09.As the ILS is not offset, I would expect an ILS frontcourse of 093.Also the radial GQE to BUDEE (shown as R137) is different from what an FMS and other programmes on the mentioned site calculate. (R141)Likewise, using an FMS Fix page to draw published radials over a missed-approach holding point,are offset.Well, knowing this I read the official charts differently at least.For me, several programmes on this site, including the warnings given, worked to improve the ND presentation as seen on the real plane.Highly recommended, including warnings!Other good thing is:The MD11 does not need an update..... -for this one- ..., cause external data (FSX and NavData) are involved.Regards,Harry

Martin, Dan,Don't fly the 737 myself. Reading the discussion, I think the suggestion made by Mats, still remains unanswered.So , Martin, suggest trying this first (NO Active Sky AND Clear FS wheather) before moving to non-standard speeds or whatever other solutions....Regards,Harry

Hallo Zach,Some answers to you Holding questions:>In the FMC, the Hold button I am assuming allows you to enter>a holding pattern (could not find documentation in the>manual). I am assuming you downselect the fix to LSK 6L.Correct. The HOLD page will then suggest a holding pattern, Right turns, 1 or 1.5 mins leg, on the inbound course to that fix according the LEGS page. (this may be different from a published pattern as discribed in nav documents. Can be adapted, read on)>- What is the PPOS> in LSK 6R ? How does it work ?When selecting PPOS a standard hold pattern is created at present position.>- Is there an option on the type of holding pattern (std right>hand turns or can it manage non-standard left turns ?)>- Is there an option on holding pattern duration (1 minute, 2>minutes ?)Any holding pattern you select is a suggestion untill it is EXECuted.On LSK 3L you can overwrite INBD CRS/ - TURN as required.On LSK 4L or 5L you can overwrite / enter inbound LEG TIME or DIST as required.>- How's the holding pattern terminated ? Clear LSK 6L ?When in the holding, select HOLD page, then LSK 6R EXIT HOLD. EXIT ARMED will be shown here until overhead the fix again, whereafter the hold is cleared and aircraft continues on the next leg.If you planned a hold ahead, and are not yet in that holding pattern,then select LEGS page and DELETE LSK next to HOLD AT Fixname to clear the holding pattern. (all finally followed by the EXEC of course)Hope it clearifies your questions.Happy Holding, but keep an eye on the fuel remaining!Regards,Harry

Liam,The range rings you want, as shown on the realworld picture of the ND, are there because WXR mode is selected.WXR mode is not modelled for the 747X. To know why, do a search on this forum.Regards,Harry

Mats,Some more, before RW pilots "tell the truth" :-)QQFully true again! And... this vector (due external influence) is already programmed correctly.QQ Here we are using "vector" for different forces acting on the aircraft during turn.1- Aerodynamic force pointing horizontally to the center of the turn as a component of the banked lift vector. This will make the a/c turn and change track and heading in the same amount over time. However, due to speed, because of the turn, the a/c mass "resists" this inward move by producing a horizontal force vector to the outside of the turn. (thats why we feel increased G during turns).In a coordinated and steady turn these horizontal forces are balanced and should not deflect the FPV.2- Accelleration force due to external influence, ie winds. This (resultant) horizontal force is used the same as in wings level flight to deflect the FPV indication of center accordingly.Regards,Harry

Hallo Mats,Thank you for your remarks on FPV.Q< As far as I know the FPV (flight path vector) will point where the aircraft is heading (your track) and your aircraft symbol will point in the direction of the nose. Nothing more nothing less. Both vertical and lateral. >QThis is also my understanding, and this definition is true during turns as well !!. No problem.QQFrom here our interpretation has a different "vector". Does not matter. My intention is NOT to point a finger at someone, but to add and seek information so the total product gets even more precision. In the 747-400 manuals the only reference to FPV is the button on the EFIS/MCP. For the future MD-11 the FPV is a much more integrated feature in her operation, so I imagine also more discriptive text will be incorporeted in the Flight Manuals.Back to the difference:To my knowledge the vertical and lateral signals to present the FPV come from the IRS directly. They are the momentary acceleration forces (relative to earth !!!) in the respective axes and are in no way processed to give a trend. ( The Trend Vector on the ND is quite a different calculation.) Regarding FPV we are not talking about airodynamic acceleration forces acting on the aircraft, but acceleration forces relative to earth!So in a coordinated turn, the momentary track AND the momentary heading are the same in a no-wind condition and the FPV should remain aligned with the nose.Only when there is wind or side-slip the track and heading will be different, but this is already progammed. (added to the caculation) Maybe some RW pilots are able to confirm correct FPV indication during turns. (Markus MD11 sim?)Regards,Harry

Hi all,Didn't find much on the forum regarding FPV indications. (737 only)Vertical FPV indicates as should be.Have my doubts about the lateral indication.After some experiments, found that during turns, the lateral displacement is dependend on speed. same is true for the Track pointer on PFD heading scale.On this indicated displacement the effect of wind (if any) is "superimposed".My knowledge of FPV (please correct where wrong!) is that the lateral displacement is a function of real time drift.So (for me) during a NO-Wind condition, the indication has to stay just in the middle. During wings level AND also in a turn.With the upcoming MD-11, much more use will be made of FPA and Track, so a clear understanding of the (correct?)indications might help to enjoy that very different aircraft.Two example pics to show what the (present) 400X indicates.Can anyone clearify this?Regards,Harry

Hi Dan,Just have the default scenery as well. Can't help you at a favorite one.Default FSX runway layout is pritty close to reality when having a look in Google Earth.ILS16 is missing indeed.Maybe - for the time being - an ILS17 is the option in order not to frustrate 13 hr time investment.Hope it helps next time.Regards,Harry

Hallo Alex,Thanks for the offer to investigate.As stated elsewhere in this forum, it is my impression that the FSX version handles this last part of an autoland approach in a less pitch-steady way as compared to the FS9.1 version 1.1Its not intended as a direct complaint, more a remark to trigger even more precision (when possible) for this simulation.In order to see pitch behavior best I used the 2D cockpit here,(to exclude VC head movement).Used Axis Indicator for better interpretation.Its not related to certain airports, but Global.Selected WX is: Clear skies, hence No-wind.Using FSX Acceleration pack.Vista Home Premium on Intel Q6600, 2GB RAM.After the a/c was fully settled on GS, made a couple of screenshots,in order to visualize things, from 1000ft down to flare height.Hope you are able to see simular pitch reactions. If so, lets hope a cure will be possible.Kind regards,Harry

Alex,Does it also involve the "unstable" last 500 ft final??as mentioned in this thread?http://forums.avsim.net/dcboard.php?az=sho...&mesg_id=143767Harry

Nicholas,The thread you were looking for may be found here:http://forums.avsim.net/dcboard.php?az=sho...&mesg_id=143767For further investigation by the experts, here some screenshots of a GS intercept at LSZH rwy 16. No-wind condition.This behavior is FSX 747 standard on almost 100% of the approaches.Did not experience this before in the FS9 QotS.Regards,Harry

Jeff,Please have a look at the pinned topic (presently 3-rd from top):"PMDG OS & App Detect utility (FSX only)"Might be a solution to your problem.Hope it helps,Harry