Eric_Parker

Windows 10 registry key for most payware aircraft is HKEY_LOCAL_MACHINE_SOFTWARE\WOW6432Node The Flight1 registry fix didn't help because it only points to the install folder which, as you say, is the same. But to fix payware aircraft such as PMDG/CaptainSIm, those products are in a different location.

If pschlute's question is directed at me, the answer is no. I only use the default portion of FSUIPC that came with some other piece of software (forgotten which) that doesn't require any configuration. I do have a Saitek joystick but that software, while installed, is mostly un-used.

My flight sim experience with the MD11 is that it doesn't like being hand-flown. The elevator response it poor and the throttles are slow to respond. As stated by one of the previous contributors, leave the Autothrottle on and focus on approach path (GS/Loc/VASI) cues. Speed control (too fast, mostly) on approach is the most critical aspect.

FYI - The Flight1 Registry Repair tool does not work on Windows 10. The registry path on Windows 10 is different and the repair tool cannot find FSX.

Flew the approach to Honolulu yesterday in the MD11 and the ILS lineup was offset to the right. So I went back today and flew the same approach three times with the same result. So I disabled the Add On Scenery so the sim would fly the default scenery with the same result. Then I tried three other airplanes and both Add On Scenery and Default scenery. Landings were spot on. The problem is only with PMDG aircraft. Interestingly, I had a similar problem with Captain Sim B777 except the airplane lined up to the left of center. Captain Sim came out with a patch that solved that problem specifically. Maybe PMDG needs another patch.

What are EFIS CTL and EFIS DSP supposed to do? I understand they should be off but what changes when they are "on"?

As I stated, FAA requirements specify Nav lights must be on when there is activity on the aircraft. That means if someone is in the aircraft. There are many occasions when the APU or External power would not be used immediately. Having flown in air carrier aircraft I know this is the case. Have you ever been in the cockpit or worked on a real airplane?

No good. I stopped flying this beast for months and tried it again yesterday. Same problem. Everything went ok except for the 360 the autopilot made over Coaldale until touchdown at SFO, Then the airplane started turning to the right as though it wanted to head into the bay. I had disconnected the autothrottle and FD on touchdown just like you said and that's when it went crazy. Won't slow down and cannot be steered. I have other CS products and 3 PMDG airplanes and none of them exhibit this behaviour. My favorites are the PMDG 747-400x and the CS L1011. I guess it is headed for the scrapheap.

I realize this may not be a big deal but the nav lights do not operate on only battery power. Since I haven't been able to find a wiring diagram, only schematics, I don't know how accurate this is. This would be the first airplane I have encountered that would be wired this way in my 50 years of aviation experience although I could be wrong. Yes, the nav lights will come on but only with external or APU power. Since FAA procedures specify nav lights on when an aircraft is powered up and the beacon light to be on when the engines are running, I don't understand why the airplane would be wired this way. Eric Parker

As I was inbound to Atlanta from Germany I discovered the Captains CDU panel no longer accepted any key inputs. I tried both the panel keys and the Desktop keyboard. Not a huge problem as I was no longer using the LNav or LNav function to fly the aircraft but became a little concerned when I was prompted to configure the vRef page. What was puzzling was all the LSK and page buttons were working, I just couldn't input any data. After I parked the airplane and shut the engines down, I began to troubleshoot the problem. It seems the FO CDU was working perfectly, only the Captains CDU didn't. This was a first for me. Anyone else have this problem?

I have not found anything to be routine with this aircraft from CLS. If I click on the ILS button on the MCP, the airplane makes a 360 turn. If I select #1 autopilot, the autopilot emergency disconnect operates and no AP functions are available, it appears to operate backwards. Also, as probably has been reported in the past, the elevator trim is run full nose down at startup. You have to up nose up trim for quite a while in order to get an acceptable nose up condition. In general, it is a piece of junk. Eric Parker

[so I went to Philly on 9l turned the course inidicator off in the cdu, and I was still off center to the right of the runway,I paused for that second and was not centered on the runway when I was over it to make sure in spot view. The course number was 085 but the funny thing it never changedPlease tell me how I can correct this probelm s there something I have to download, I have sp1 and everything else is working fine.I will also try to correct all that white spae in my posts, reallly sorry about that, but please help e out,I am not the greatest with computers, and I am also disabled, 15 operations in last 7 years just to be personable, so I am a bit slow sometimes.] Just saw this post so even though it is old, I thought I should comment. KPHL 9L ILS localizer is off point by 1/2 degree in FSX Default Scenery . Not sure why but ADE9x can fix it. Eric Parker

I get my charts from Flightaware.com. Their charts come in PDF format and can be saved anywhere on your computer. To use those charts on an EFB, simply save the chart from the web page (do not open first) and then open the .PNG file using MS Paint. Save as .JPG and place them in the appropriate EFB folder on your computer. I use Navigraph to keep my airplanes current.

I have full administrator rights to the NGX folder and the FMC creates new flight plans. It is only revisions to existing flight plans that don't happen the way I expect. I have had the PMDG B747-400x for a couple of years and recently purchased the MD11 aircraft. There doesn't seem to be a flight plan problem with any of those airplanes. Only the B737-NGX exhibits this characteristic. I haven't exhausted all the options for this condition and plan to continue testing to determine if there is something in the way I handle flight plans that makes this unique. I have several other aircraft that use FMC's and they do what I expect. But different software manufacturers use slightly different protocols so the procedures are different.

I'm guessing, Major, you didn't read the post from top to bottom. And I must correct myself. The FMC doesn't clear the "confirm" LSK.

I don't understand everything I know about this airplane but the save function seems to be a blind operation. In other words, it does the "save" thingy but never clears the "save" LSK. Plus the "Exec" LSK doesn't clear either. And it doesn't seem to save a flight plan that wasn't changed from the original. So if you load a flight plan (which it will do from the PMDG folder) and modify it, then you can save it. But the saved plan goes into the NGX folder. If you load the changed plan from the NGX folder, it won't let you save it again unless you change it again. That's the way it appears to me.

Amen, brother. I set all my Flight Sim apps to "run as administrator." May be a slight overkill but it can't hurt.

Keep it simple. I never assume anything that is supposed to work automatically will work automatically. I turn the APU on using the APU button on the APU Panel. Then I turn the APU air button on using the Air Panel. After engine start, I reverse the order. At my age, if I don't follow the same routine, I always forget something. Also, use the warning lights and messages on the instrument panel. Scan the overhead panel to confirm there are no illuminated lights - anywhere!

You can assist the FMC in calculating fuel requirements by entering suspected upper winds forecast info into the Ret Data page on the FPlan menu in the FMC which you can get from SkyVector.com. Choose Upper Winds from the layers menu and the altitude from the little settings dialer. The fat lines are 50 knots, the skinny lines are 10 knots and a half line is 5 knots. The flags that appear in the upper winds display show which direction from which the wind is blowing.

Compatibility setting stopped working but VATTASTIC works normally if I launch it using Firefox. So--- I created a Mozilla shortcut to launch VATTASTIC. I use IE11 as my default browser, otherwise printing flight plans from FSX doesn't work. Adapt, overcome, improvise!

Can't find anything else on this issue so here goes. I have flown the Captain Sim B777 a few times and one thing seems to be consistent. On landing, after going in to reverse thrust, the airplane wants to turn in the direction of the missed approach fix. I have seen this happen at several airports and the only way I can stop it from happening is to delete the missed approach procedure out of the flight plan. I have other aircraft including the PMDG B747 and MD-11 as well as CS B757 and L1011 without having this problem. The L1011 won't let you turn off the runway as long as the autopilot is still engaged. The CS B777 does what it wants even though the autopilot and autothrottle have been disconnected for many minutes. It still turns toward the missed approach fix after landing. Of course, I can delete the procedure every time but I find it odd to require this action.

Ok, it is a compatibility issue with Win 8 and IE11. When I added the site to my compatibility list in IE11 it starting loading.

Anybody know what's going on at VATTASTIC. Every time I try to run it, all I get is "VATTASTIC is Loading." This goes on for hours and nothing ever happens. The site answers a ping so it is still out there. It used to work really well and many times was more dependable than VATSPY. I did a Google search but there are no recent postings. I did see where they have events and are looking for financial support but I would think it should be difficult to raise money if the site doesn't work.

I tried this for the first time today and while the failure occurred as expected, there was no Master or Warning light. There were several EICAS messages relating to the usual failures when the engine stopped. But no audible or visual warnings. I looked through the manuals and the internet, but no one seems to have tried any of this. I guess, like most of us, when we fly we expect everything to work perfectly. One of the reasons RW pilots make the big bucks is for the training and experience they get from practicing emergencies. But practicing emergencies is what makes simulators really valuable. What I ended up doing is popping up the main EICAS panel on takeoff so I could see right away when something happened to the engines. There is not much time to react if an engine fails at or before V1 and some kind of stimuli would be very useful. If we had a second pilot it would be better but I doubt most of us have that available. Of course engine failures after V1 don't require such rapid actions other than controlling the airplane and shutting down the affected engine/system.

I am a little disappointed there wasn't a new version of the configuration manager. The -8 is capable of weighing an additional 100,000 pounds but the -400 configuration manager can't handle that. PMDG warns this is not an upgrade to the airframe, but I am puzzled as to why the produced this update but didn't follow up with routine items.