fsgeek

Hi everyone, Today I bought the Thrustmaster Warthog and so far I'm really loving it! The only thing that's bothering me is that the throttles in the NGX are very jittery when I bring the throttle very close to the idle position (I'm not using the cut-off detent). I added a dead zone at the idle point through the TARGET software but this doesn't help. I disabled the left throttle entirely and kept both throttles locked together and the problem still persists. Even at higher thrust settings this problem can occur. I've noticed that the throttle has a small amount of "give" in either direction before it starts to slide properly, so I'm wondering if this could be the cause of the problem. I appreciate that it's very difficult to troubleshoot these sorts of problems from afar, but I'm wondering if other Warthog/NGX owners have had similar issues and if so, what did you do to fix/workaround the problem? Thanks in advance, Louis

Problem solved, thanks Oliver. For those with the same problem, change your mapping from C:\...\FSX to C:\...\FSX\PMDG (or whatever drive you're installed into). No need to go all the way to \PMDG\NAVDATA. Regards,

Hi all, For the first time ever I decided to update my nav database. I downloaded the Navigraph FMS Data Manager and paid for the latest cycle (1401). In the manager (attached) it tells me that all PMDG products are updated to this cycle. However, when I start a flight in the 777-200LRX I still get the "NAV DATA OUT OF DATE" message, with a cycle number of 13somethingsomething. In my FSX folder in the Navdata folder, all the text files are showing the latest 1401 cycle as the current database. The NAVDATA folder in the PMDG folder is indicating the older version. How do I fix this issue, considering that the data manager is telling me that PMDG is already up to date? Thanks very much!

Thanks for all the useful information, Mike. Makes me want servo-driven throttles ;-) Louis

Thanks for the reply, Fabo. In the real T7 can the throttle levers always override the A/T or only in hold modes? I ask because I want my PMDG 777 to be as realistic as possible and there are three options: Never Always Only in hold mode Thanks,

Hi everyone, I noticed recently that I was able to manually override the throttles with my Saitek X52 Pro at any point during the flight, even when VNAV of FLCH are engaged. This really annoys me so I realised that I could change this in the simulation options. My question is the following: In the real T7, can pilots manually override the A/T by pushing the throttle levers while VNAV or FLCH are engaged, or is this just an in-sim option? Regards, Louis Vallance

Someone with more knowledge than me can confirm or deny this, but I believe that below 2,500ft the systems check to see if you're in landing config. Since gear up and flap 15 below 2,500ft isn't a landing config the system has to assume you're in a CFIT (controlled flight into terrain) and set off the terrain warning.

When starting from C&D you need to manually switch on your COM radio by selecting on COM1 or COM2 on the centre pedestal. Good luck!

Thanks Kyle, that clears it! Yep, both VNAV and LNAV were armed prior to CMD B being engaged.

Hi everyone, Something interesting happened to me when flying a Thomson 737-800 to Skiathos. The outside air temperature before take-off was 30C which didn't make me think twice. A couple of seconds after pressing TO/GA I got a master caution. I couldn't see the message from my side so I assumed it was the door lock glitch. However, the light remained on. It was an "Air cond" caution and the bleed trip off light was illuminated on the overhead panel, along with a cabin zone temp warning for the aft cabin. The temperature for the aft cabin was at 31C even though the temperature control was set to auto. I decided to set CMD B so that I could take a closer look without having to worry about crashing the plane, only the A/P immediately tripped onto CWS P mode and VNAV also tripped with LNAV remaining on. The aircraft continued to accelerate towards 300 KIAS even though the A/T was engaged and 154 KIAS was set on the IAS/Mach window of the MCP. My question is: What caused the air con caution? Also, could the issue with the A/P be related? I had the FMS properly programmed with SID information entered along with everything else necessary to use the A/P fully. Thanks, Louis Vallance

Hey guys, So I recently upgraded my old Pentium 4 gaming rig in favour of something a little more substantial. I've heard that FSX is really GPU-dependent so I splashed out on the following PC: - Windows 7 Home Premium (32-bit) - 2 GTX Titans - Intel Celeron G1610 processor (ran out of money after the Titans) - 32GB RAM I know 32GB is a lot but I want to avoid the problem people have been getting with OOMs. My question is: Will my PC run the 777 smoothly??? Thanks in advance Louis

Since you can swap out other panel instruments such as the ISFD and the MCP, I would imagine this does not matter. AA have these two lights fitted as an option so it would be lovely to have them included! :) Cheers

Hi all, Will PMDG include the option of adding the 'CABIN ALTITUDE' and 'TAKEOFF CONFIG' warning lights next to the 'SPEEDBRAKE ARMED' and 'SPEEDBRAKE DO NOT ARM' lights in future updates? Cheers

A screenshot of your PFD would be helpful. What phase(s) of flight are you experiencing these issues in?

Hey guys, I'm familiar with the DUAL BLEED annunciator above the pneumatics panel when the APU bleed air valve is open and the position of the engine bleed and isolation valve switches allow for the possibility of back pressure on the APU, however I don't seem to get the behaviour I expect when running the engines in dual bleed. I've heard that increasing thrust beyond idle under dual bleed conditions can cause the APU to stall and overheat, resulting in an automatic shut down. I tried this with full thrust; the APU didn't bat an eyelid and the EGT gauge remained at 425 Celsius. Is this behaviour modelled in the NGX, or is this not an IRL issue? All the best, Louis

This has happened on every aircraft I've ever flown since using FSX. Like you say, it's minor- I just set the parking brake the moment the flight starts.

I've been able to use reverse thrust up until recently. I imagine this is a hardware problem. How does FSUIPC work with reverse thrust (I don't know much about it lol)Regards

Hi guys,Recently I've been having great difficulty in engaging reverse thrust. The handles start moving over but keep resetting back to forward idle, thus holding down F2 causes an irritating stutter whereby the engines never achieve full reverse for more than a fraction of a second. It kinda puts a ~2+ hour flight to a disappoint end :(. I believe the cause is my ageing X-52 Pro; with the throttle in the idle position, I can still get the thrust down by about 0.7% N1 by holding down F1, so the NGX must think I'm constantly trying to bring forward thrust back due to a faulty input.Does anyone else who owns the X-52 Pro have this issue, and can you offer any work-arounds? I've tried dead zones but they just cause the throttles to jump to 30% making it impossible to taxi/fly the plane properly. Currently I'm having to put pressure down on the throttle handle while I hold F2, but it's hit and miss!Regards,

I love this website! I'll give this page a thorough read :)

Thanks for the replies people! I was really hoping for it to be a RW nuisance =D

It was a normal preflight with everything running smoothly. Nothing on the failures page, good hydraulic quantity, all systems tests pass etc. After engine start I try to taxi to the right and I'm applying 50% N1 just to get the wheels rolling, so I figure something's wrong. At first I deduce it must be a nose tyre imbalance or something, so I double-check the failures page and everything's clean. I then notice that, while both engines are running, I'm only getting a thrust increase from the number 2 engine. I am also getting "LEFT OVERWING" and "RIGHT OVERWING" annunciations on the overhead panel, however this warning, along with the "DOORS" annunciation extinguish after bringing thrust to 40% N1 and back again. I try re-starting the engine but I'm still not getting any thrust from it. The fuel flow is 0.29 compared to 0.47 on the other side. N1, EGT and N2 are also a few units below.Any ideas???Cheers.

Hey guys,Sometimes after pushing the TO/GA button the master caution light comes on with 'DOORS' indicated on the annunciator. It then turns off after about a second. Does anyone know if this is a bug, or just something the NGs do in real life from time to time?Regards,

As Ryan explained in a previous post, there's really no "normal" vertical speed. LVL CHG and V NAV are both pitch-for-speed modes and will select whatever V/S is appropriate to maintain the commanded speed. If you're flying light and you command a climb at a speed lower than your current speed, you can observe a V/S in excess of 6,000 ft/min- this is not unrealistic (despite what third parties may claim). The body only feels acceleration; a V/S of 7,000 ft/min feels exactly the same as a V/S of 500 ft/min to the passengers and crew.If you're using LVL CHG or V NAV, don't be surprised if you encounter large vertical speeds from time to time. If you're trying to fly within restrictions, you can always switch to V/S mode and dial in your own vertical speed.Regards,

Yeah the frame rate thing is bang on; I can fly through a storm with maximum scenery density and get >40 fps with the default VC which is a breath of fresh air considering I've had to make do with ~20 fps since buying add-ons!

OK thanks for the replies people! :)