chris41

Thanks,Chris

Hey JD,Just wondering if after I get the most recent version of FSUIPC if it will effect other flightsim programs such as PDMG aircraft etc. I guess my question is, do different programs use different versions of FSUIPC? If one version of FSUIPC is used at the time of creation of one program, could a later version of FSUIPC not work or be compatible with that program making it not work? Hope these questions make sense. Don't know much about FSUIPC.Thanks,Chris

Thanks, I remember now. Couldn't remember where I had learned that "trick". It does work well. I'll try it in the pmdg. I found the program to change aircraft radius on my downloads disc.ThanksChris

Thanks, too bad

At http://www.b737.org.uk/fmc.htm it talks about the FMC and hidden pages. One being "Alternate Dests" another being "Nearest Airports" and how to get to them. I imagine the 737-800/900 doesn't have these but i just want to check just in case. Look like they could be very useful.Thanks,Chris

If you change the radius of your aircraft (maybe this is the parking radius each aircraft is given to let fs9 default atc know what aircraft can park in what spot) to a number lower than any other aircraft on fs and use the AFCAD program and make a particular parking spot with that same number, atc will, upon landing, assign you to that spot. No other aircraft on fs will be parked there or assigned there because the radius of all the other aircraft are too big to fit in that one spot. Chris

wing tip to wing tip, nose to tailI believe AFCAD program works in sinc with fs9 default atc. Both look at the radius of each aircraft in determining what aircraft can park at whichever gate depending on the radius of each parking spot (I think I wrote that correctly). There is another program out there that scans all the aircraft you have (including ai) and shows what the aircraft radius is for each--you can then change this depending on your preference.Thanks,Chris

What if I change the radius of the aircraft itself...will this effect the aircraft in any way?Thanks,Chris

Sorry JD, I meant to post this to the PMDG forumn. By the time I had finished typing all that up I came to that realization. Unfortunately the only way to copy and paste everything was to post first, then copy. Good to know though about parking/gate assignments in the next version.Thanks,Chris

If you change the radius of the 737-800/900--will this change the aircrafts performance or cause other problems? The reason I ask is that I read (I think it was in the afcad manual or a "tips and tricks" newsletter that used to go out) that by changing the aircraft radius and, using afcad, changing a specific parking spot radius to match it (using a number lower than any other aircraft used by fs9)--ground control, upon landing, would direct you to that spot every time. I have done that in my posky 737-900 which I used to fly before getting the pdmg 737-900 and it did always work. I am somewhat worried about changing the radius of the pdmg because of the complexity and work that has been put into it, particularly with the use of the FMC which the posky did not have. Thanks,Chris

If you change the radius of the 737-800/900--will this change the aircrafts performance or cause other problems? The reason I ask is that I read (I think it was in the afcad manual or a "tips and tricks" newsletter that used to go out) that by changing the aircraft radius and, using afcad, changing a specific parking spot radius to match it (using a number lower than any other aircraft used by fs9)--ground control, upon landing, would direct you to that spot every time. I have done that in my posky 737-900 which I used to fly before getting the pdmg 737-900 and it did always work. I am somewhat worried about changing the radius of the pdmg because of the complexity and work that has been put into it, particularly with the use of the FMC which the posky did not have. Thanks,Chris

recently unhooked my computer and everything to move to a new place. After hooking everything back up everything runs great like before only I can't hear the trim sounds. The clicks you hear of switches being turned on/off for a few of the lights and cab/Util is not sounding as well. All other sounds coming in fine. Wondering if anyone had any ideas for this loss of sound.Thanks,Chris--737-900 Aircraft

That help a lot. One question though, before starting the engines, if you have the engine bleeds on like you mentioned was ok, should you turn them off or does it matter?Just trying to keep things as realistic as I can :)Thanks,Chris

Thanks, I posted because I was watching a youtube video and on the actual aircraft they zoomed in on the FMC and on the legs page they had a waypt just like example I originaly posted. It must have been something differentthanks,Chris

Can you enter into the FMC a heading and altitude restriction...example: 249* (1700)I've seen an example of this in the FMC manual but unless I read wrong, it wasn't explained how to enter this inThanks,Chris

I've seen many tutorials and checklists on the startup of these aircraft (737-800/900) and most procedures match up closely with the exception of when to turn on and off these (pack,isolation,trim air, recirculation fans) switches...particularly before APU startup, and after shutting down after a flight. I've yet to see when to turn on and off the trim air switch. I know about when to turn off and on the bleed switches but like I said, there are a lot of different ideas out there on the other switches. There are a lot of good tutorials out there and I've seen some great checklists but all vary differently somewhat concerning these. I know there are a lot of scenerios but the below 3 are what I'm most interested in. Would prefer some expertise advice on these:taking into account that you should only start up the APU 5-10 minutes before engine startup, what position should these switches be in the 30-60 minutes beforehand?Lets say after a flight the aircraft you've just flown is going to be heading out again within 1-3 hours. What position should these switches be in in this case?What if the aircraft is done for the day and you've just shut down the engines. How soon and which swithes should be in what position during this period?Thanks for your inputChris

Ah, thanks JDChris

Sorry JD, it's been awhile since I last looked at the manual and I recently just started using RC again. I need to review it again. For a quick response, if I don't know exactly what vectors I will be givin by atc to the runway, how do I know which VOR to use within 5 miles of the airport? Shouldn't I already be lined up on final approach within 5 miles?Thanks,Chris

Yeah, having them issue an altitude restraint at a certain Fix would seem more acurate than just telling me to be at a certain FL within 30 miles from the airport. I understand the need to be at a certain altitude within so many miles of the airport but with every flight getting this same message every single flight...? Due to this my last couple flights I have just been creating a waypoint along my route that is within 30 miles of the airport so when I get the message to start descending all I have to do is enter in the altitude next to that fix in the FMC.thanks,Chris

Sorry, when I wrote "Just wondering if I need to disconnect from LNAV and manually slow to that speed or if I can input that speed into the FMC and have it do the same" I meant to say disconnect from VNAV not LNAV.Thanks,Chris

Every flight around 100nm from my destination airport I'm told to descend to a FL around 100 and I'm told to be at that level within 30nm from the airport. I'm just wondering if real ATC always issue this "be at FL ___ within 30nm from airport" or if this is just unique to Radar Contact.Thanks, Chris

I use Radar Contact and the other day (I use the 737-900) they told me to slow to 250 (my current FL 110) from about 265. Just wondering if I need to disconnect from LNAV and manually slow to that speed or if I can input that speed into the FMC and have it do the same. Also to note is that I was between waypoints when issued that speed restriction so I couldn't just input that speed to my next waypoint. Another question regarding using Radar Contact. Every flight around 100nm from my destination airport I'm told to descend to either FL110 or 100 and I'm told to be at that level within 30nm from the airport. I'm just wondering if real ATC always issue this "be at FL ___ within 30nm from airport" or if this is just unique to Radar Contact.Thanks, Chris

Just keep in mind, as stated by the attached document:"The center tank fuel pumps must be OFF for takeoff if center tank fuel is less than 5,000 pounds (2,300 kilograms) with the airplane readied for initial taxi". "Both center tank fuel pump switches must be selected OFF when center tank fuel quantity reaches approximately 1,000 pounds (500 kilograms) during climb and cruise or 3,000 pounds (1,400 kilograms) during descent and landing. The fuel pumps must be positioned OFF at the first indication of fuel pump low pressure".Note: "In a low fuel situation, both center tank pumps may be selected ON and all center tank fuel may be used. If the main tanks are not full, the zero fuel gross weight of the airplane plus the weight of center tank fuel may exceed the maximum zero fuel gross weight by up to 5,000 pounds (2,300 kilograms) for takeoff, climb and cruise and up to 3,000 pounds (1,400 kilograms) for descent and landing, provided that the effects of balance (CG) have been considered".Chris

yeah, my flights usually are between 200-500nm which helps keep things light. The wife wont give me more time to do longer flights.Chris

Thanks for the information and that attached document. I prefer to have things as realistic as possible (which my wife hates as it takes me a considerable amount of time to prep a flight let alone fly the flight) and document provides some help with that. Chris