threelittlefish

The procudeure is not available without DME BECAUSE it's the only way to identify VASUK and KERAB! So the fact doesn't remain anything.

A CAT II approach is an autopilot approach. The DME info there is provided in lieu of marker beacons I would imagine. I can't see any other reason for it. ILS fascilities are self testing any fault out of parameter and the you will get an appropriate flag. I knew you would find some oddball example of such an aproach. I've beenflying for 24 years 15 with airlines and never used DME on an ILS CAT III approach.

Disagree if you wish but DME info is not given inside the FAF for an ILS approach. DME info only appears inside the FAF on an ILS approach plate if the ILS approach also serves as a localiser approach and is then provided to mark the MAP.Inside the FAF doing 150kts flying a manual approach in IMC there is no time or reason to include the DME in your scan. Inside the FAF the only thing I am interested in in the localizer/glideslope my airspeed/power setting, glideslope localiser flags, and marker beacons if applicable while the NFP is looking for the runway and backing me up on the instrument scan.

When on glideslope and localiser you shouldn't be looking at DME. Remember that your dealing with decision height and not a missed approach point as the point at which you go around or commit to landing.. Evne if DME is given as a MAP it is for use when the glideslope is inop and its a non precision localiser approach. Once you intercept the glideslope eliminate the DME from your scan.

This is not an acceptable practice. There is no need for a DME colocated on an ILS unless as previously stated the approach. The outer marker, middle marker and inner marker should be used to determine where you are on the ILS approach along with altitude. If a DME is colocated wit han ILS then the marker beacons are not required.

We need a classic from PMDG....For all that is holy please make a 727-200ADV !!! The CS 727 makes me cry like baby *******!P.S. A nice L-10-11 would be a gracious gift as well!

All STARS consist of is a documented form of a clearance. If you file a flight plan in the real world and tell them "NO SIDS/NO STARS" guess what.... you will still fly the STAR but they will have to read you your entire clerance instead of just giving you the STAR name. Sooo.... the answer is yes just enter the entire STAR manually waypoint by waypoint into the FMS and fly the approach from whatever the IAF is.If your going to an airport without an approach then you need to cancel IFR and proceed VFR.RPT ????

ATC will not know about the AIRAC update but if your going to use real world routing and the real world is using the latest navdata then the out of date navdata in the FMC will not recognize the route your entering.

You need to get the program FSbuild. It allows you to build and import flight plans into FSX. You can go to Flightaware.com and look up real world routing then copy it into FSbuild and import it into FSX. Then ATC will allow you to proceed as filed. It also alows you to print a flight plan and calculates fuel burn and ETA at each fix for many aircraft. I use it wit hthe PMDG 747. You will need to keep your FMS updated with AIRAC updates.

Mini Review.... It's POOP!

Could you elaborate on the issues your having. I have the 747-400X as well and it integrates well with my add-ons. Maybe I can help get your issues sorted out. I'm an airline pilot as well and the only planes I have found worth buying are the PMDG aircraft for realism. The Level D 767 is showing it's age and doesn't have the visual splendor of the PMDG planes.Unfortunately your computer is showing it's age as well. You can't be getting good performance on that system with the PMDG planes. I have an i7 running at 3.2 ghz and I only get 25 FPS with my system with FS Dreamteam scenery.

Any of you guys ever flown a real 727? I have. The plane is a horrible simulation. The main trim is way too sensitive and the plane is impossible to trim out when hand flying. IMPOSSIBLE. Makes shooting an approach very difficult. This is an injustice.By EPR indicaton when the throttles are firewalled the plane does not even produce max TO power. Max TO power (which is not firewall power) at SL ISA is about 2.12 EPR. The CS 727 will give you at most 1.93 firewalled. Climb EPR is about 1.94. When you go to set climb EPR upon flap retraction your already below 1.94 and the throttles are firewalled. So in essence you can't even set climb power.Aircraft acceleration down the runway is unrealistically slow at MGTOW. I use up almost all of rnwy 13R at JFK before the plane is airborne.There is no OAT gauge so no EPR charts (even if you have them) can even be used. There is no operating comm panel on the captains side. You have to use the engineers comm panel to ident anything. There is no performance info.... TO stab trim settings, v speeds, min flap manouvering speeds. A TOLD card would be nice.When you pull the power off in the 727 to descend the nose drops and there is little fluctuation in airspeed as you start descending. When you pull the power off in the CS 727 you have too dramatic of an airspeed drop and not enough of a descent rate. It's not realistic at all.This is what I remember being wrong. I haven't flown it in a while.

I'm sorry... my memory is incorrect then. I did not know the 747-400X came out before the MD-11.

The 747 for FS9 was the first released. Then the MD11 for FS9/FSX was released and finally 747-400X for FSX was released.The MD-11 first flight was 1990. The 747-400 first flight was 1988.

The PMDG 747 allows you to save a panel state. Just put the plane in TO config save the "panel state" and you can be airborne in seconds.