Meese

Trainer 2.7.0.0 already installed and working with F1's 750 panel in P3D. I installed the RXP for XP tonight, and decided not to download the installer as I expected it to be able to work with the trainer already installed. No luck, and trying to reinstall the trainer hasn't worked either, so I'm at a loss. How can I point the plugin to the trainer? Disregard: Found the Program Files X86 folder, made a Win Defender exclusion, and now it's alive and kicking.

No, there's no clutch and windmilling. "Disc" is basically just Dash-lingo for Beta range, which is the range of propeller pitch between lowest in-flight pitch and reverse pitch(or slightly past reverse?). Turboprops reverse by turning the blades around while the rotational direction stays the same. Beta is the range in the middle which allows very fine control and lots of drag, perfect for reducing speed during the landing roll and controlling your taxi speed. The prop is always linked to the turbine via it's gear system. The only thing that changes in any and all engine configurations is blade pitch and propeller RPM. "Disc" isn't short for disconnect, it's a reference to the shape of the prop circle when the blades are turned flat against the wind.

Vaughan: Extending flaps, my bad! Thanks, but this was not a stutter issue, rather a cockpit not functioning issue. I'm aware of how FDs work and that there are a number of a philosophies surrounding their usage during manual visual approaches, and the various airlines have different ways of handling this in their SOPs. Personally I turn them off, perhaps recycling the F/O one for cues if I feel a go around may put me heads down quicker than I'd like. I can admit to several bad pilot habits in my simming (I try to squash these as they can affect my real life flying, of course), but I don't think you've understood my narrative at all as your reply has nothing to do with anything I've written. If you're still confused as to what the topic is, you can watch the first minute of my video and pay attention to what the cockpit instruments are doing (or rather, not doing). Thanks anyway for your input! Jim: Haha, thanks! I thought this peculiar incident deserved an attempt at an entertaining narrative, though I'm not quite sure I'm going to make a living off my typewriter just yet!

I came in on final runway 27 at EHAM yesterday, everything normal on your everyday 1,5h hop, dropped the gear and started retracting flaps (in that order, I needed to shed quite some energy), verified that retardation was sufficient for me to gamble on a 500' stable call, got the runway in sight at about 1700' AGL and started to set up for manual flight. I have FD toggle bound to ctrl+F and ctrl+shift+F for the left and right hand side switches, making it easy to bump down to stick and rudder when needed. As I turned them off, I noticed I had been clumsy and possibly hit G while either holding down ctrl or shift (not both since that's TOGA, and not only G since the gear remained firmly down). I saw no ill effects, and continued on a visual approach, only glancing at the IAS now and then. Approaching 1000' I wondered why my speed didn't bleed off anymore. At about 800' I started to feel the tell tale signs of mushing, added power, inspected my PFD and saw that nothing was moving. I added more thrust, scanned all my screens and noted that all of them were stuck. At this point I was already in TOGA-pos with my throttle, planning to level out below the clouds at around 1500'-2000' to troubleshoot and then do a visual circuit once I got my instruments back. Simultaneously I noticed a delay in response between flight control inputs and control surface reaction, and sure enough, every input had between half a second and two seconds of delay, in the moment it felt highly irregular, though the situation might be it was the same and my low level flight with a spring loaded logitech stick tricked my brain. I found no fix however, cycling views and tabbing in and out. I didn't bother with any fixes beyond what could be done with key binds I knew, as I was not willing to give up trying to land this thing. Finding this thread, I figure manipulating the gear could have yielded results, as the instant the ground switch triggered, everything popped back into action. What followed was a 20 minute flight over Amsterdam with one attempted landing and one.. landing... ish. I've flown the NGX on my installation of P3D v4 since v4 came out without issue, so this one was quite the surprise. If anyone knows which modules has to stop speaking with what to cause this, I'd be very interested to know. I don't suspect I'll recreate this anytime soon. I'll add a video of the flight here, started recording a few moments after the missed approach. It's not worth sitting through the entire length, it's just me doing disoriented turns over Amsterdam city with funky flight controls and frozen instruments. Keep in mind taking a look at this video, I do have a significant delay between stick input and resulting action, I do not normally fly quite this bad. Also note the second and final landing, where I land, take off and land again as when I hit the ground, the PMDG stuff came back online, and my stab trim suddenly remembered all those nose up inputs I had done during the flight (full nose up). https://youtu.be/tXUxgECNvLc

This question should definately be reformated! I thought this was a keyboard language problem until I found this. Having ?: in there simply makes the answer you want incorrect :) How about Type the middle five characters of the following string: ~&x=x*=

Not all parts of the world have this scrict adherence to this rule, however. The lack of a gigantic Class E-block gives more flexibility as you don't risk plowing through a 152 every other mile. "Keep speed 260/270/280 or greater to remain no1 in sequence" is one I hear quite a lot in the terminal area below FL100.

For me the NGX in v4 behaves exactly like it did in FSX without dynamicfriction. I just hope that Pete Dowson can figure out how to adapt that lua to x64, or (preferably) that PMDG would be able to add the friction models of the 747 into the NGX without rebuliding the whole thing. I am just so annoyed every time I taxi this thing, if it hadn't been stellar at everything else, I'd probably park it in sheer frustration. Taxiing can often take up the majority of time spent manually controlling the aircraft during a flight (5min taxi, 2min t/o, 3min landing, 5min taxi again, for example), it should definately not feel this wrong in a product this good.

I don't see this listed in the issue tracker, and I can't find any good hits searching this forum, but for me the fuel-indicator on the POS REPORT page only indicates current fuel, not the fuel on board at the time of crossing. Indeed, watching the page, the fuel will tick down synchronized with the totalizer. FCOM 11.42.43 describes that it should work just like in the 777, showing the lesser of tot or calc fuel at last waypoint. So the question, is this just on my installation, or is it a bug?

Found the solution for me, Advanced Animations option had to be enabled under Graphics settings.

Quick brainwave, do we all have FSL spotlights? I can't test right now, but that's the only thing I've got installed that isn't an aircraft or ASN.

FSX Acc, absolutely no texture mods, DX10 or anything of the sort. No splash/light on ground (not during the day with the relevant option enabled either), but LDG lights does illuminate the fuselage.

Just had my first leg, FSX Acceleration DVD version, taxi/landinglights didn't illuminate anything, while the bulbs themselves showed as lit in spot. Both airports were foggy, so I did check with ASN off and CAVOK in order to eliminate the lowvis-bug I've seen in some aircraft when it comes to landing lights. This was only one flight, though, no restarts or testing. The 777's lights has worked previously on both airports.

I find it really hard to get detailed information on this product and what's different in it compared to the free version. For example, are all functions aside from FMS and the alt-menu items now synced, or are there still systems in the aircraft that can only be operated by one of the two pilots (if I can't dump the automation and go hands-on and let my PNF take care of the switches and stuff, what's the point, really)? And is it now possible with peer-to-peer without the use of FSX Multiplayer?

I too would like to see bookmarks, but it seems this isn't going to happen anytime soon. In the meantime, make sure you use the index-pages for the manuals and subsequently the indexes for each chapter. With the indexes and using Ctrl+F to search for the Chapter and Section number you'd like, it becomes managable, but not as easily handle as it could've been.

As stated, Gander OCA recently did some changing to their coastline, navigation-wise. The North American Routes still go to/from the OCA-boundary waypoints, and everyone's flying on top of everyone just the same. I'm probably repeating a bunch of what Kyle already said here, but the bottom line is that you only enter the OCA at one point, and at that point you're separated from same-level traffic by 10 minutes (some separation tricks are used for overtakers and slower-in-trail, but that's not the point). When you're issued an Oceanic Clearance, the ATC has ensured that you will maintain separation from any and all traffic throughout your entire crossing, within each of the OCAs. 60nm laterally, 10min in trail, or vertically. Ideally, you should be able to get your clearance, turn off your radios and still be safe all the way through, although one or two people might not take that all too well. I'm not familiar with NaviGraph charts, so I can't comment on those. As you say, the SkyVector ones seems OK. I'm gonna take the Track validity part and explain it from scratch, in case less familiar people want to learn a bit, and in my experience, taking it from the top might bring that one missing detail to light: Now, as Kyle says, pay very close attention to your flights departure date and time when fetching Flightaware-plans. Being updated each and every day, NATs A thru H run West and Q thru Z run East, and they do this at different parts of the day. West is 1130z - 1900z, Easts fly from 0100z - 0800z. The track message of the day is designated with a TMI number, which is simply the day of the year (5th of Jan is TMI 5, 2nd of Feb is TMI 33, etc). Flightaware doesn't give you any info other than filed FP and Track Letter, so you have to check that entry and exit point. If the Entry/Exit matches the track message, you're good 99 times out of 100. If it doesn't match, verify time to departure and date of flight. Might be you're looking at yesterdays plan, which by now will be completely wrong. Also, Track Messages are posted typically 12-14 hours before its valid time, so you might also be looking at current flights flying at the proper TMI, while your updated track message displays info for the next day. Also keep in mind, that NATs isn't the only way to cross the Atlantic. If you're flying from Western Europe to the East Coast, NATs make sense, that's what they're for. For everything else, Random Tracks (aka Random Routes) is what you want. Flying between West Asia or Northern/Eastern Europe and Central/Western America, the direct route takes you north of the NATs, due to the curvature of the Earth. What many sim pilots fail to realise, is that NATs are not mandatory. Random tracks is simply a set of coordinates that takes you from one side to the other. What they are, is up to you and your dispatcher, just try not to cross the NATs themselves. PFPX is a great tool here, as it provides you with an easy way to find tracks north or south of the NATs, optimized for wind and shortest routing possible. Many real flight plans can also be found. The format is still pretty much the same, the entry and exit is usually a named fix, as that's just how the OCAs are set up, then you filed a coordinate for each whole latitude across (The norm is to file 020W, 030W, 040W, 050W, and adding 015W and 060W if you're flying that far north/south within the OCAs.). These are also of course managable in your CDU as xxxxN-wpts (63N060W = 6360N, etc). This should also answer your database question, Jacob. The coordiantes are coordinates, they won't change in forseeable future. In a flightplan (VATSIM or IVAO, f.ex), the ICAO correct format is 7- or 11-character (62N030W or 6200N03000W), but in your CDU/MCDU they still work best as 6230N. The OCA borders have named waypoints, and technically these might change with any cycle. However, it is rare that they do, and the recent change along the western Gander boundary is probably gonna stay that way for years. Hope I didn't repeat Kyle too much here, keep throwing out questions if you have them.

+1 on that low-vis. We were 3 rotating positions in the cockpit, and the guy acting PF while i was PM tried his luck on the low-vis with HGS. However, he forgot to notice the flare-indicators and slammed the thing at -500fpm or something. That ground came up really fast, and it actually sendt a soda bottle flying out of its cupholder. Seeing those running rabbits appear out of the fog, not on your PC monitor, is a completely different experience. However, if you got limited time, the suggested patterns isn't a bad idea. If this is the real deal, you'll have an experienced instructor with you, so if you feel your skills are lacking on the stick & rudder, he's gonna be a lot of help.

Just please don't take the scroll-function away from the EFIS-panel with NGX SP2, Ryan! However functional the click-drag method of the T7 is, it just feels wrong not to scroll scroll-wheels

Well, RNAV is taking over the world. The FAA is still a bit on the analogue side, but you'll have to search far and wide to find medium and greater sized airports in the JAA countries that is not equipped with RNAV/P-RNAV STARs and approach procedures (and of course the CATII / III ils) . Well, that might be a bit of an overstatement, but the old procedures are fleeting more and more with each cycle. The fact is that, in my experience, the pilots too use the modern precision systems rather than cranking up the VOR/DME and ADF. It's just that much more convenient. I'm not saying there isn't any ol' stick 'n rudder flyers around, but at the end of a 8-10-12 hour shift, on your 4th, 7th or10th year on the job, I'm guessing a lot of people opt for the comfy straight in (more or less) STAR to ILS or GNSS/P-RNAV procedure. I myself still light up with joy when I get to do some real work in the sim. Flying arcs, I prefer to bring up the cirular map and use continous HDG adjustment to keep the directional needle at my 90* until it's time to turn onto the inbound. This does indeed increase the work load considerably, keeping up with the published altitudes, speed restrictions, and conducting the approach checks of the plane itself, but that's where I find the most joy in the sim.

Stephen, out of interest, why would you change this? I'd think that PMDG has made this pretty much spot on. And... what is the problem with having a positive nose pitch? I don't see what the problem is, and I can't think of any plane that's flying with a level/negative pitch either.

In the introduction documentation it's mentioned that the T7 automatically switches off certain systems and items to route electircal power to where it's really needed. If you're on the ground, the LOGO lights is one of the prime candidates to be switched off if you don't have a sufficient power supply (running on the APU, for example). The T7 is a smart lady, and does all this for you instead of having you monitor electrical draw and eventually start to blow fuses if things aren't done correctly. If you're mid-air with both generators running without problems, your LOGO lights should however stay on, as far as I know.

What's with the bickering? No wonder the moderators and developers are getting frustrated. Whatever happened to acting civil... As mentioned, weather (temperature in particular) could be a strong factor here. Try the default Clear Skies weather setting without any wx-engines running, and monitor your temps when using the wx-engine. Also, how's your nose pitch when retracting/accelerating? Veirfy engine thrust settings, and check for any ghost key mappings that could cause some havock (maybe your throttle overrides the A/T? If so, that's an easy fix via the PMDG settings). It wouldn't hurt if you gave a rough step-by-step of your actiosn during climb-out either.

.. Pulled? Works fine for me: https://play.google.com/store/apps/details?id=com.virtualavionics.virtualcdu&feature=search_result#?t=W251bGwsMSwyLDEsImNvbS52aXJ0dWFsYXZpb25pY3MudmlydHVhbGNkdSJd

Thanks alot, Jim! Do you know what a BEX error is a result of? Is it memory-related?

Thanks! Found the app crash, anyone able to get any info from this?

Hi, I was flying the F1 B200 around the New York area yesterday. On my third leg (EWR-PHL), suddenly a windows system sound (two-note low-to-high pitch sound, it's the default for new mail in Live Mail) started going off every 5-10 seconds or so. A minute or two later, FSX kindly informed me that it was no longer interested in flying. I haven't suffered any CTD's on this computer before, and I've certainly never heard of the combination of windows system sound going off followed by a CTD. Any experiences? Any suggestions or solutions? Unfortunately I didn't note down any error messages (if there was any). EDIT: I have an i7 3820 running on 4.6GHz, my system shouldn't be a problem. I have no add-ons along the east coast, payware nor freeware.