sosuflyer

They have to pay separate licensing fees to Boeing for P3D because of the different EULA. The original license agreement with Boeing only covered fsx. This is what happens when you are officially licensed by an aircraft manufacturer. Companies like Carenado don't have license agreements with manufacturers so they don't have to have separate license agreements for different platforms, therefore one price.

Go to their support page through their website and submit a ticket. Also try different browsers for the download, and check firewall settings. Don't be so hasty and make rash decisions. They've been in business since 1996-ish? So I'm sure they're not in the business of ripping people off

Avsim.com check their file library

If Topcat is telling you to do TO-1 plus assumed temp, you have to select the key next to TO-1 first, the 777 will never select it for you. For climb thrust, the FMC automatically selects the highest climb setting that is still below the selected takeoff thrust. Although, some carriers use max climb thrust no matter what

Not, gsx has nothing to do with pmdg ground ops fueling. Yes, your uplift math is correct. I don't know where you heard that TO-1 and TO-2 derates aren't recommended. Maybe a certain airline has rules against it (Emirates didn't even purchase this option) but they are used every day around the world. Just use the cg from the takeoff page in the FMC. Pmdg had their own calculations going on inside the 777 software.

Not sure it's worth an update from them. It's not like they were taking into account vr headset usage when they were developing it from 2008-2011

You might have trouble accelerating and climbing at higher altitude because of a weather engine problem, or simconnect. I know there is an issue where simconnect makes the air get warmer as you get higher. Try it without clear weather and no simconnect if you do have it.

VS has no speed protection. You're first method would be what I would choose, but as for a second method, use FLCH with 250 until 10k, then change the speed window to 280.

Got it

Fmc menu in the equipment options. It's already there

Yeah, they just mean that they have to pay extra attention since the approach phases of flight will happen a lot quicker. Also, AB4 might be used to make the rollout about the same length as using AB2 at sea level, although it's easier to overheat brakes in thinner air. Maybe they have a long turn- around time for cool down

Vapp would still be 144 as that is based on indicated airspeed. True airspeed would be much higher at quito cause of the altitude, as would the groundspeed unless you had major headwinds. I did a md11f landing at the old quito airport in fsx at Mlw, with no wind, and my vapp was 168, but my groundspeed was around 188! Lol.

You are flying an airline that has the digital option. Look at the bottom of your pfd and you'll see the clock

Bam! Nailed it

Drooooooooooooooooooool

reduce payload by 3,265lbs and that will give you room for fuel

Ok, I thought you said you were clicking no. Got it

Seriously, click yes when it asks you about FSUIPC or Pmdg related dll files

First of all, Windows 8 is not officially supported, so you might get errors. Second, if flight sim is asking permission to use dll files associated with pmdg products, then you need to click yes.

There is nothing like a 875,000 LB takeoff on the 744. Looooong roll and slow climb, just like a heavy should! I think most of my time will be in the -400F and -8F. Higher landing weights=faster approach speeds=more fun! Will be a day one purchase for me

There is a keyboard command menu in the CDU (FMC interface). Can't remember off the top of my head, but it's something like clicking on pmdg menu, then simulation, then keyboard commands. Introduction manual covers the menu options

She might not care but you should care if you want to know how to do a research paper properly. Stuff like Wikipedia and public forums are not official sources to be referenced. Can't go into college using unverified material as sources

Any reputable teacher would not allow Wikipedia as a source for research. Just fyi

Wouldn't know about Wilco either as I don't own them. However, when you look at the pmdg 737ngx manuals (not the intro, but the ones that are basically Boeing's manuals like the fcom) they mention the -800 having a MTOW in the 150's. However, it is understood that there are higher weight customer options. Maybe wilco could only get info on the 131k version, but knew it was capable of 135k so they put that in the cfg

Yes, you understand correctly now. Yes, there are different mzfw for different versions, but you cannot edit them within the coding. Each Mzfw, 430k for passenger, 461.5(?) For the freighter, is the max weight option one could receive from McDonnell Douglas for each type. http://www.boeing.com/boeing/commercial/airports/plan_manuals.page Click on md-11 and you can see the options yourself. It doesn't list the 461.5 zfw option for some reason, but I know it exists and at least Lufthansa and UPS have that option on at least some of their fleet. What's cool about having the max option modeled, it's that you can pretend to have a less capable option if you want.