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M_Sauce

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  1. Wondering this too. I've managed to import my PMDG737 presets into my PMDG 747. But the button assignments are all gone. Is there a way to copy the assignments? Doesn't seem to make sense that it would drop those. Have searched up and down but can't seem to find an answer for this.
  2. I’ve managed to map the NGX APU to the two-position APU switch on my thrustmaster HOTAS. Would like to do the same on the 747, but it does not work. Anybody managed to do this with FSUIPC? Not interested in LINDA, already have everything set as I want, just the APU is giving problems. I mapped the switch to turn on followed by the start command. I think because of the required pause it is failing.
  3. There is manual starts. You use them when you have autostart faults or to motor the engine. Top left overhead panel, you can see the autostart switches. You can disable autostart there and then turn it into the older system. Obviously, you then no longer have protections so have to be ready to step in and abort if needed.
  4. I second the request. The VNAV logic is quite different on the NG FMC. No more VNAV SPD when opening the window, it now just stays in path. Would be great if this could be a configurable option on the FMC for the 400.
  5. Been testing out the 748 and loving it, thanks PMDG. One feature which I wish the 747 and NGX would have is the ability to have the transition Level & Altitude coded in the Airport SID/STAR file. This is how it works in real life, and I think it could be integrated with coordination with Navigraph. Usually the SIDSTARS files have the sections "FIXES" and "ENDFIXES", as well as the typical "RNWS" "ENDRNWS" and so on with the SIDs, STARs and Approaches. If another section was added with "ALTIMETRY" and "ENDALTIMETRY" and the published Transition level and altitude, the FMC could then be coded to read that data and apply it to the VNAV pages once an airport is programmed in for departure and arrival? Then the selection made through the PMDG control panel could be the default setting in case an airport SIDSTAR file has not been updated with the new data, which would allow Navigraph to update their database over time. Don't know how complex this is, just thought I would mention it since it would certainly add to the realism and I haven't seen it on any other addon.
  6. At where I work we also cycle the PM's FD back on after switching both FD off (like on a visual approach or the visual segment of a non-precision IAP), as per what Ian said. I know that this is a fairly recent change (less than 2 years?). I was told the reason is that in the event of a GA, both FDs would come back on. But upon selection of any subsequent mode, like LNAV at 400ft or VNAV at acceleration altitude, the FDs would now disappear again at a somewhat critical time. So by having the PM's FD on, it would prevent both crew having no FDs. Hadn't heard about the thrust issues, but it certainly sounds possible. Problem we've had many times is that our sims at work (level-D) aren't always 100% accurate. So sometimes procedures will be validated in the sim only to find out that the airplane behaves differently. A learning experience all around.
  7. Will the -8 upgrade package also upgrade features on the -400 as well? A lot of 747-400s now use an upgraded FMC that more closely resembles the -8's FMC.
  8. Definitely Flaps 30, unless you have a lot of gusting wind at heavy weights, where flap load relief becomes a concern. The problem with hot and high is brake temps, as someone already mentioned. You also have to consider tire limit speed, which starts getting close at heavy weights and high elevations. I believe the tire limit speed is 225mph if I remember correctly. Don't know why it is in MPH oddly enough. We land in Mexico city, which is at 7500ft, and I can tell you that on the -8, at max landing weight, you are right on the edge of the performance envelope. You almost always get the brake temp EICAS pulling up to the gate. Granted, the -8 MLW is 346t compared to the ERFs 302. But still, thrust is not an issue on landing comparing flaps 25 to 30.
  9. A difference between the 777 and the 747, the 747 you wait until you see the flap bug you want to retract to before actually retracting. So if you are at Flaps 10 and you want to retract to Flaps 5, you wait until you see the green 5 bug, then retract to 5. In the triple, it is done slightly different. You actually retract before you reach the bug. It is actually quite marginal at really heavy weights in the 300ER. We use VNAV at acceleration altitude (usually 1000ft AFE), it automatically changes reference thrust to CLB and follows the speed and altitude restrictions for the MAP. Much nicer than staying in TOGA or using FLCH. FLCH is the backup if you are flying a non standard MAP or if VNAV malfunctions (does happen). Always beware of capturing ALT from TOGA. If you see the mode change to ALT on a GA, then your next move should be to check the A/T mode. If it is not in SPD, then you better be quick pressing the SPD button or alternatively manually holding the thrust levers back. Otherwise things will go pear shaped quite rapidly as you overspeed the flaps or exceed you max airspeed.
  10. Definitely leave the #2 & #3 Demand pumps off for starting if they are air driven. Depending on engine type and configuration, for cold weather starts we use ignition to both and allow 60sec for lightoff instead of the usual 30sec. But, as others have mentioned, it sounds like you did not put the fuel control switch to run. On the -400s with autostart, you will not get spin up unless you place the fuel control switch to run after pulling the engine start switch. Interestingly, on the -8, the engine starts spinning right away when you pull the engine start switch.
  11. NO LAND 3 advisory does not equate to no autoland. You just don't have the redundancy for a CAT3B approach. But you can still do a CAT3A (LAND2 on both PFDs) and CAT2 (LAND2 on one PFD) automatic approach and landing. The only time you would not be able to autoland would be if you saw the NO AUTOLAND displayed above the PFDs. Autoland also has other certification limitations, but those vary from operators to state requirements. For us, we have a max headwind/x-wind limit of 25kts, and a GS angle limit of 2.5 to 3.25 degrees. Those are for autolands in LVP conditions. Autolands in better than LVP have the same limitations as normal manual landings.
  12. Thank you RR, Its the only visual aspect that stood out, and only on the ground. In the air it looks perfect.
  13. I've just about finished coding the next round of ASA South East Alaska ports: PACV Cordova, PAYA Yakutat, and PAJN Juneau. They've been tried and tested, the only thing left to do is match them to the scenery once ORBX release their SEAK region. Once I have that I can code the runway thresholds to match perfectly. Right now I am revising my original SE Alaska RNP procedures with some minor tweaks and adjustments. I plan on releasing all of them together, in a package that will supersede my first version to keep it simple and require only one install.
  14. Just that. That the limitation applies only to the steady wind component. I can not include the charts guys, so you are on your own using these procedures. You don't really need them as everything is included. Just follow the read me file, it explains everything, including the EO sids.
  15. Why don't you just make a blank txt file with notepad, name it "PAPG", and put it in the Sid/stars folder. Then run the installer again. I would also go through the readme and make sure you put the package folder in the right location. Can you confirm where you put the installation?
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