Airbrakes

Aileron trim should be centered already. Just hover the mouse over it and you'll get a mini window that pops up indicating what the aileron trim is set to. For Takeoff, I imagine he meant check that the stab trim (stabilizers) is set to TO trim. Rudder and Aileron trim should be set to 0. Bring up the Lower EICAS status Synoptic page and run through the Aileron and Elevator controls with the control column. Check the Rudder alignment with the Pedals.

Are you referring to EDG or EDP? If you're thinking EDP, that's the Engine Driven Primary hydraulic pump.

You'll have to load up the aircraft you want to change to first, then import the panel with the FMC data.

Never mind, I found the culprit.I had pressure smoothing control from FSUIPC turned on so I turned it off. :(

Every flight now I'm getting a problem with the assigned altitude by ATC. For example, my cruise altitude is FL370 and crossing the TA, my altimeters are set to standard pressure. However ATC still thinks I'm above/below FL370 even though my instruments say otherwise and they keep reminding me. One more thing to note, this only happens with the PMDG744. I end up canceling the IFR flight plan and closing the program. This is obviously very annoying.System specs:WinXP 64 BitFSXRC vs 4.3Active Sky AdvancedPMDG 744FThanks in advanced.

Boeing SOP, not airline SOP. Boeing recommends SOP's to airliners and some don't follow. SOP's will also vary from one airliner to another.

you are most probably dealing with discharged APU and/or MAIN batteries.The batteries discharge when they are the only source of power to the aircraft, or you have the battery power set to ON from AUTO. Some components still run on DC power when the external generator or APU is connected but when the battery is powering everything, it only has about a 30min life span. I think that option of the EDG restows the drive if it has been disconnected.

What was the FMA indicating?I'm thinking you might have accidentally initiated a GA, but even then I don't think that's possible under manual thrust control. On the next run when you turn off the A/P, turn off both F/D's as well to clear the FMA. Also I always press F1 to go to ground idle when flying manually as soon as the main gear trucks hit the tarmac.

Are you referring to power to the EADI/EHSI then?If so then that doesn't come until after the IRS alignment.If not then power will need to come from the APU, the DC battery provides power to only a few sources during preflight. Rotate the knob to the START posn and let it roll back to RUN. Once the N1 rotor of the APU spools up pass 95%, the APU can supply power to the AC bus. The option for ground power can be found via the PMDG dropdown menu under misc options.

For the callouts, make sure the Vspeeds are are displayed on the EADI along the speedtape. You'll need to press the corresponding R LSK next to each Vspeed in the FMC to activate it.Press F1 to idle the throttles after touchdown. N1 should maintain a high approach idle of around 32% on final.

Check that the But Tie switches are in the AUTO posn and they aren't isolated.

Without current AFCAD, it's also easy to tell which runway to pick according to the R/W. For example, I haven't seen a airport with a 36L, R, and C. So if you have 36L and 36C, chances are that 36C is 36R. With magnetic variation, you know the 36's are basically going to point in the same direction as the 01's if you don't have the updated AIRAC. So if you want 01R and the FMC or ATC window has only 36L, 36C then 36C would be your pick.

By then you need to be in final landing configuration.Once the magenta diamond on the G/P deviation scale becomes active, drop the gear and call for flaps 20 (depending on what you're flying). Lower flaps 30 (or landing flaps), and dial Vapp in the MCP speed window when the magenta diamond turns solid. From what I understand, this is Boeing SOP.

You'll just have to check the RC ATC window on the screen (as suggested earlier) and make sure you hit the waypoint. I find it easier to hand fly departures up to 10K and hand the ATC comm to the FO. That way you can just concentrate on flying the plane and eyeballing the ATC window to check that the waypoint was hit. Then once stable above 10K and established on the route, turn on CMD.BTW, I never saw this reported bug mentioned no matter how busy radio chatter was or how close the waypoints were when flying departures manually.

CMD A or B engaged and not CWS?A/T and F/D on before engaging TO/GA?

Active Sky uses the same file format that the FS GPS uses. If you export a plan into FS GPS, ASX can use it.

Yes Check, the frequency and course heading still appear on the EADI. It's no big deal really.... I'll just ignore it.

Boeing's also have a FPA and TRK. The only differences I've found between the two is not being able to adjust your TRK PTH via the MCP on a Boeing. But TRK PTH is still visible on the EHSI in MAP mode. Also the fact that I tend to use meters more often in the MD11 vs FT on a Boeing. But it's relatively the same thing.

It might also be that your IAS is to fast for the flap setting and flap relief isn't allowing you to extend the flaps to 30. You'll need to slow down to below 180KTS before selecting flaps 30.

I've flown CDAP's in V/S with the MD11. It's not that hard to do.

It could possibly be joystick noise. Check the Lower EICAS status page and check the elevator. If it's showing all the way down or up and your joystick is centered then you'll need to recalibrate the joystick.

I don't want it there when I'm flying a NPA. There is plenty of other guidance on a NPA (VTI, VASI, PAPI, etc). Guess I'll have to manually change the frequency then..... Thanks.

What I use to do before I got Active sky advanced,Go to your web browser and run a search for "current time for ICAO". instead of ICAO, place EFHK. With AOL, Yahoo, Google, etc usually one of the first links will also have a current metar for the airport.

Actually, if I don't select an arrival runway, I'll get a no touchdown zone error on the bottom of the speedtape shortly after cruise and the Upper EICAS Landing altitude is displayed at 364FT (TDZE of 07R @ EDDF), so I think it goes off the arrival runway for a calculated descent profile to maintain .1 PSI for landing. For departures the system goes off both the captains altimeter and the field elevation of the selected departure airport's ICAO code.I selected the NDB arrival for the runway, but because the runway has a ILS beam, the ILS radio autotuned it (even though I was flying a NPA). I was just wondering if I could turn this feature off somehow.

Yes, but you need the TDZE of the arrival airport for the pressurization system or you would manually set it via the overhead controls. The runway is also part of the CDAP approach plate so I kind of need it. :(