Jack_C

I do it all the time. Turn on the wing anti ice and the ice sheds off. In the 737 you don't operate the wing anti ice like the engine anti ice. It really is a wing DEICE. You actually wait until you see the ice form and then melt it off. Apperently the Boeing manual says its more effective this way. Honestly? We all know by now that PMDG doesn't give dates. It's as obvious as saying the rain is wet today.

Hi Dan and good morning! Time for bed for me too. Yes it sounds like you have it all mastered. On your example above you are right. You would have the 320 at the top and the 140 on the bottom because you are tracking Inbound on the 140. When it comes to the to/from flag don't use it as a starting basis when tracking VOR's. Use it as a confirmation. By this I mean set the required numbers on the VOR depending if you are tracking to and from the VOR and then verify with the flag that what you are trying to do is possible. Obviously ATC personnel are highly trained and don't give a messed up clearance but lets for example a controller was tired and gave you a bad clearance. We will use your picture in the example. ATC says "track inbound TO the VOR on the 320 radial". So with my steps we would set 320 on the BOTTOM since he said track INBOUND. Everything would look good so far since the needle would be centred but the flag would say FROM. So that clearance would make you scratch your head since he wants you to track TO but you are getting a FROM flag. So use the the flag indication as a verification that what ATC is telling you to do is possible. Does that make any sense?Jack C

Yes thats why I put in parenthesis in my first example (no wind). Its easier to leave the wind out of the equation when trying to get a grasp on the idea of how to track to and from VOR's. Besides, it's never windy, what are you talking about! lolJack C

Yes the turn to intercept thing. Back in the training days they taught you to intercept at 90 degrees to the radial you are expected to track inbound on. Obviously in the real world, ATC will give you a heading to intercept a radial. Much easier. But going back to your verbage of "follow the 140 (from) while travelling to the VOR" is a bit confusing. Think of it as tracking inbound to the VOR ON the 140 degree radial. Like I said keep the train of thought "Outbound on top and inbound on bottom" which means if ATC says track OUTBOUND that means put the radial on the TOP of the VOR instrument. If ATC INBOUND put it on the bottom. If you remember that you will never go wrong. And here is where another step comes in.Lets say you are no where near the 140 radial. In fact lets say you have NO idea what radial you are on. If ATC says track to the station inbound on the 140 radial. So, Step 1) ATC said inbound therefore I will put the 140 on the bottom on the VOR instrument. Like I said before your heading in which you will finally steer is predicated on the number that is on the TOP of the VOR. Since you put 140 at the bottom, the number at the top will be 320. STEP 2) If the VOR needle is right, add 90 to the number at the top of the VOR (320+90=050). So fly 050 until the VOR needle centres then fly the heading of 320. Thats it! You are not flying a heading of 320 BUT tracking inbound on the 140 degree radial. IF the needle was left, you subtract 90 from the number at the top of the VOR (320-90=230). So fly heading 230 until the VOR needle centres then fly 320. Now like I said this is back in the training days of flying 90 degree intercepts to track a radial. If you want to intercept on a 45 degree heading then add/subtract 45 from the 320 in the example above. If you follow those steps, you can be severely disoriented and have no idea where you are but put the steps in play and you will find your way.I just wanted to clarify the phraseology you use when flying radial. So ATC will say "fly heading 360 to intercept the 140 radial inbound to the XXX VOR". They won't say "follow the 140 radial from the VOR"Jack C

Hey Dan. Did you understand my description of the VOR? If you would like to get together on skype or something sometime and go through some things i would gladly help out. Usually we just press direct on the FMS in the NG but somehow I still remember how to do it the old school way. Age hasn't go the best of me yet..........YET. Let me know!Jack C

Hey Dan. Some guys and I were discussing having an Live online training session with some guys that want to learn the way to do the things such as what you are asking. But of course we never got around to doing it. If someone was there to explain things and answer questions I think it would be easier than the online documentation that is out there.So to answer some of your VOR questions. It seems you have a jumpstart on what you are doing. Lets take your example of flying inbound and outbound from a VOR. You mentioned flying inbound on the 080 radial and once crossing the VOR you fly outbound on the 260 radial. Ok lets imagine, or if you have a pic of one in front of you, what the VOR instrument looks like. On the top of the instrument is where you always set the required OUTBOUND radial. Now if you look on the very bottom you will see a smaller scale set of number which corresponds to the reciprocal of what is selected on the top of the scale. The bottom is where you set your INBOUND radial which in your example would be 080. So lets imagine this. We are flying to the VOR on the 080 radial, which we set on the BOTTOM scale of the VOR. Now we will also have a FLAG (in most VOR instruments they are the triangle that resides on the right hand side of the instrument if my memory serves me correct) which will be indicating TO the VOR. That's what we want right? We want to go TO the VOR on the 080 radial. OK, when we pass the VOR we want to proceed OUTBOUND on the 260 radial. WELL since I stated we set the OUTBOUND radial on the TOP of the instrument we would set 260 BUT coincidentally we don't have to change a thing because 260 IS the reciprocal of 080 so it is already set. BUT what WILL change is the flag now will switch from TO to FROM indicating we are going FROM the station on the 260 radial. NOW I will throw in something. YOU ALWAYS FLY THE TRACK (heading in a no wind condition) OF WHAT IS SELECTED AT THE TOP OF THE VOR. Don't let this confuse you too much. Even though you are flying ON the 080 radial you still must fly a heading (no wind) to get TO the VOR but technically you are ON the 080 radialSo just a recap. When you want to go TO (or inbound) on a particular radial you set it on the BOTTOM of the VOR and hence you SHOULD get a TO FLAG (if it is a FROM flag you it is not possible to go TO the VOR on the radial you have selected on the bottom). If you want to go FROM the VOR you set it on the TOP of the instrument and you will get a FROM flag but again if it is a TO flag it is not possible from your present position to proceed from the VOR on your selected radial.Signal strength should be equal on all the radials BUT they are line of sight so if the is a mountain say on the 020 radial obviously if you aren't high enough you aren't going to get coverage if you are on the lee side of the mountain. On charts there is usually a equidistant changeover point to the next VOR but sometimes it is not equidistant. Maybe on VOR is transmitting at a higher power than obviously the changeover point will not be equidistant. BUT to answer the question in your question #2 that asks "would I even be able to tune the 260 radial once the 080 rad came to life (within pickup range)?", my answer a couple paragraphs above should answer the procedure.As for your question number 4 I am not sure if I fully understand what you are asking. But the nice thing about flying IFR is you are really led by the hand. Once you have you initial clearance the really is no need for clearances to transition though airspace.........if thats what you are asking. If you are given a clearance such as "American 124 is cleared to the the KJFK airport, Flight planned route....etc" you are given clearance right to your destination and that is the way 99.99% of clearances are. Once in a blue moon you might be given a clearance limit of say a VOR or fix in which at some point you would need further clearance to proceed but that is rarely given in a clearance when you are on the ground requesting the IFR clearance.Well gotta run for a bit but I hope this gets you started!Jack C

I play the drums. Should we start a pmdg band?Jack C

But Scoob to be fair I should do a whole flight and reading the manual to make sure I got everything covered. Just saw a few things that I didn't require reading of the manual but I may be wrong. The porpoising and map distance shouldn't require manul reading but in all fairness the others may. Thanks!

I went out and bought this thing (told you guys I was a sucker). So far here are the FT products I have:EMBERJ V1 and V2A320/330/340B737LegacySo I guess I am entitled to put my 2 cents in. Within 20 minutes I was shaking my head at this thing. Currently I am flying it porpoising up and down at FL350 with a +/- 1000-1500 rate of climb? Realistic? NOPE. As with the airbuses the take off power always exceeds what the FADEC is trying to command. Maybe this is just me but shouldnt the lights on the autopilot panel light up when a mode is selected. I do not have any real time in the EMB so I can't remark on this and I do not remember when i sat jumpseat on it. Most AP panels do light up thats why I am asking. The map range only goes to 500 miles. The real one goes to 3000 if I remember correctly. When I was riding jumpseat the guys showed me how far it went out in range. Looks like some of the MFD display is a 2 frames per second. My altitude tape for example. I do have it maxed in the config. These are just a few things i noticed with a few minutes. Give me a few flights and I am sure I can come up with pages more. FOr an extra 10 bucks you can get eaglesofts CX without any of these problems. I can not see how you can say this is a good product JFV. To me that is just not right to the potential customers. You are giving them the idea that this is worth their money when it is not. But it does seem to hold a heading on autopilot. That was sarcasm btw. BUT I am on the descent right now and it is holding the VPATH nicely, very nicely in fact......something the airbus didn't do worth a darn.

Sorry. Fool me once, shame on you. Fool me twice shame on me. Problem is I am a sucker and they fooled me more than twice! Not this time!!! When they reach a PMDG/LDS level I might consider it.

THATS what I was hoping for Bill. thanks! But does it work under Win7 64bit?

Hi Jim. So they are telling you FULL SCREEN is faster? I wish they could see my computer and tell me that. It is clearly WAY faster in Windowed than Full screen. I can be sitting on the ground In KORD in full screen. FPS is about 18-21. Switch to windowed and straight up to 28-31. Maybe I have some weird setting that I shouldn't have but this is the case. Specs are:980XAsus Ramage 3Corsair DDR3-1600 C8EVGA 480Win 7 64 bit

I have always been a fan of full screen mode. But I just find windowed mode kicks the heck of full screen performance-wise. Probably adds 10 fps and much more smooth. I just despise those blue strips across the top of the screen where it says Microsoft Flight Simulator X. IS there anyway to get rid of those strips without going into full screen? Thanks!

Might have to get used to this Garrett. Sounds quite different than the Garrett super 6 engines I used to fly. On them, the condition levers qere used for only one thing, shutting down the engine in an emergency. The props were taken off the locks by placing the power levers in reverse slightly.