swissflyer2042

thank you to all. I found the missing features. Good idea, HawkDsl, will check this with all new planes !

thanks, I will try. Surprised Carenado didn't bother to write a note about this somewhere ...

Just bought this aircraft (was already flying the Flight 1 PC-12). My frame rates are now better and I find that the flight dynamics are better on the Carenado model. Obviously, there are a lot of "bugs" as pointed in this forum. My question: - the Carenado promotion talks about "cold and dark" option as well as "Customizable panel for controlling windows transparency, instrument reflections and static elements such as wheel chocks and sights props". Well, I cannot find these options ! Does anyone have any idea how to active this ? I have searched all PDF, looked for "clickable" areas, etc thank you Jean-Marc

I actually lost all pressure in the Syst. B and when lowering the flaps the usual way, nothing happened. So definitely lost the Syst. B. I did return to the airport right away but it did take some time to descent from FL300.

I recently simulated an engine fire (eng #2) during climb. The fire came up at FL300 and was successfully extinguished. I followed the PMDG QRH procedures. Once the engine 2 was stopped, I checked my hydraulics and both systems were fine. As I approached the airport for landing, the Hydraulic System B failed (no more pressure / "overhead" indicated for system B. I was able to land using the alternate flaps. My question; was the Hydraulic failure Syst B a result of the Eng 2 fire or was it a result of my (mis)management of the engine fire ? I have completed this "simulation" a few times in the past and I am pretty sure I had the hydraulic problem each time. Thanks

I recently simulated an engine fire (eng #2) during climb. The fire came up at FL300 and was successfully extinguished. I followed the PMDG QRH procedures. Once the engine 2 was stopped, I checked my hydraulics and both systems were fine. As I approached the airport for landing, the Hydraulic System B failed (no more pressure / "overhead" indicated for system B. I was able to land using the alternate flaps. My question; was the Hydraulic failure Syst B a result of the Eng 2 fire or was it a result of my (mis)management of the engine fire ? I have completed this "simulation" a few times in the past and I am pretty sure I had the hydraulic problem each time. Thanks

HI Mel Here is a brief update: - Ground Work: all systems have now been presented so this section appears complete< - Flight work: preflight work flight controls and FSUIPC set up TrackIR and EZCA Overview of recommended add-ons, such as AS2012, TOPCAT, REX, Navigraph Preflight kneeboard - Line work: NGX flows: short videos presenting the workflow required to prepare the aircraft at various stages (on the ground or in-flight). Very useful as the checklist only cover some key items. no flights for now ! - Extras: checklists flight deck panels repaint EZCA set up: presentation and file ready for download in EZCA specifically for the NGX I haven`t read this thread except the last few items. I acknowledge that AOA has been quite slow and, one year later, don`t have a flight yet. But everything they have produced was of great quality and very informative (unlike you are a expert or a real life airliner captain !). In the meantime, I do lot`s of flights with the NGX. I am sure that I don`t do everything the correct way and look forward to improve with the AOA line work. And as Gary mentioned above, it must be very time consuming to complete the research and produce good quality videos.

The AoA lesson on FSUIPC is on Flight Work. Along with another 3 interesting videos. Ground Work is now complete (I think). Line work has a series of videos teaching work flows before and during the flight but no actual flights for now.

I have the Saitek yoke, throttles, pedals, and various switches. I always struggled with the set up. While I had the full version of FSUIPC I never quite understood how to set up axis. Until ... I have been a follower of Angle Of Attack AOA for quite some time. Recently they released an excellent video showing how to set up FSUIPC specifically for the NGX. Since that day everything works very well, including the reverse (available for each engine separately ) and the spoiler as an axis. I am not trying to promote AOA but I have to admit that I have learnt a lot from them. Their video on setting up EZCA and trackIR was great too.

I did use the fire handle twice to get the fire under control. Took me a minute to get to it. In the process I may have let engine 1 go into the red. Thanks for the guidance re landing with F15. Your comments make a lot of sense. I will try at the next opportunity. Looking forward to your video, Chris !

Chris, Thank you for your help. I will try again and monitor the hydraulic pressure throughout the flight. I will also try another failure without a fire. Any idea on how to determine if you should land with F15 or F30 on 1 engine ?

Alright, I went back to the cockpit and redid the flight twice. Same results. Shortly after take-off, Eng 2 failed due to fire. Completed QRH 8.2 to shut it down. Started APU. APU Gen ON for the starboard side. Isolation Valve back AUTO as I needed wing anti-ice. I had a temporary "low pressure" for the EDP Eng 2 (SYS B) but it went away. On long final (with already FLAPS 15 / gear down), as I had to use a lot more power on engine 1, I suddenly had a "low pressure / overheat" for the EMDP 1 (SYS B). At the same time, I had a "low pressure" for FLT CONTROL B", YAW DAMPER went OFF. In order to get the FLAPS 30, I used the ALT FLAPS. At the time, I had 12,000 LBS of fuel, full load of passenger, sea level. Is the issue that I should have used a FLAPS 15 for landing What do I do wrong ?

Thank you for all your help. I used the QRH 8.2 (Engine fire). QRH 13.1 indicates that some low pressure can happen if an engine is lost (but doesn't talk about loss of hydraulics - my mistake !) I chose the option to start APU, and then selecting APU GEN on the affected side (here no 2). It was only after a few minutes (as I was turning towards downwind) that I had the issue with hydraulics, with "low pressure" / "overheat" (by the way, I did not have any warning lights prior to takeoff). I will redo the flight and note down the which lights came first as I can't remember exactly if I lost both the EDP and EMDP. Thank you to Chris for such a detailed answer ! Jean-Marc

I have been practicing some engine failure shortly after take-off, using the QRH to manage the situation. Not easy with only one soul in the cockpit ! Things usually work out. However, this has lead to low pressure in hydraulic pumps and losing the ability to lower flaps. QRH indicates this can happen. I had to use the alternate electric system to lower slats / flaps. My questions: - is there a away to avoid this situation (reducing demand on the system). - is this normal, ie should I expect this to happen each time one engine fails (in this case, engine 2). Thanks for your expert help Jean-Marc

Thank you to all. I will try the suggested method as well as go back to the manual and read ! I have to admit that the 3000 pages of manuals is quite challenging for a non professional pilot. In Rostyslav answer, I see a reference to IAN approach. I did see it in the manual and read that section too. However, whenever selecting an approach in the FMS, while seeing RNAV approaches, I have never seen an IAN approach. Is this due to the airport I have flown into ? How do you select an IAN approach then ? Jean-Marc

My problem: only the left fuel tank is used by both engines, creating rapidly a fuel imbalance. My settings: - boost pumps: ON - Crossfeed: AUTO - Transfer pumps: AUTO (the checklist indicates "transfer pumps: ON but there is no such option: options are only: OFF / AUTO / OVERRIDE). I checked this forum for similar postings and saw recommendations to load the plane after loading a default FSX airplane, as well as avoiding using the CTR+E to start engines. I also have installed the various update to the airplane. Does anyone have a recommendation for me ? thanks Jean-Marc

In the past few months, I have a completed a number of approaches with the NGX, including ILS, RNAV, Visual, etc. When flying an ILS approach, I reset the Altitude target to the Missed Approach Altitude once the LOC/GS have been captured. Whenever I fly using the RNAV approach (ie using the LNAV/VNAV), I can't figure out when to reset the Missed approach altitude. The few times I tried, the descent stopped. So did I reset the altitude too early, or is there another key press required ? I watched a video on youtube on such an approach but it was in German and I didn't quite understand how the pilot did it. He was however able to set the Missed approach altitude on a RNAV approach. Any help would be appreciated. Thanks Jean-Marc

My main interest to this new Sim was the focus on flying over Switzerland, with reportedly amazing photo scenery. When flying at 5,000 ft, you will indeed see a high quality, realistic photo scenery, even superior to FSX with Switzerland Pro. And the frame rates are great too. HOWEVER: - only a few airports are features in detail (5 to 10 airfields) and all are located in the central area of the country - autogen (buildings / trees) are only found around these few airports. Everywhere else: no autogen, so a very flat situation once you descend for landing. As commented by another reader, turbulence are quite realistic when you fly in the Alps with a small plane. However, I found the overall flying characteristic a bit disappointing. I had the chance to fly the Robin a few hundred hours in real life; the physics of the model in Aerofly are quite far off and the airplane difficult to land if you are in the "expert" mode.