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Everything posted by M_Sauce

  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?
  16. OK guys, has just been uploaded to AVSIM. The package includes 4 SE Alaska Airports (PAKT, PAPG, PASI, PAWG). Comments or suggestions can be posted here. Thanks again to John O'Duffy for the great automated installer. I really can't wait until FTX makes more airports for this region. :Party:
  17. I've handed them over to John, who will make the installer. Once he is finished, I will package it up with a read me and upload to the library. I will post here as a head's up when it is ready for download. You'll have to wait a little while longer because both John and I are busy with other things, so when it happens, I will post here to let you know.
  18. No, I'm gonna wait. Because I'm planning on only using an installer with John's help, so no sense in creating more work. It should not be much longer hopefully, but I'm also quite busy with other things.
  19. None as of now, I am waiting for some info to complete some details. I will chase it up tonight with a phone call to see if I can make some progress on it. If I can't get these small details I might just release without them since the procedures are pretty much built and tested. The info I am waiting for is really only minor in nature, like the exact titles of the procedures and how they show up in the FMC of the actual aircraft, and in what specific order.
  20. O-Duffy, He collaborated with me on the NZQN project.
  21. Update:Been off for a week do to some personal life matters, will have a few days now to work on this if I can get some info from my source.I won't be including the PAGS procedures since the airport is not covered by the FTX and Tongass add ons. So only for airports will be covered. The procedures are pretty much complete. I am waiting for some info to make them show up on the FMC exactly as they do on ASA's aircraft. Basically, I need the titles of the procedures as they show up in the FMC.I am also waiting on confirmation with regards of how the VNAV restrictions show up in the legs page, and which ones show up. The charts have vertical info but I'm not sure which ones actually show up in the Legs page of the FMC.After all this info, I will be sending off to John for packaging into an installer and for a little testing.OK, when it is ready, I will post a head's up here in this thread, and the file will be available from AVSIM as with the NZQN package.
  22. I would say a must. As with my NZQN, it is required to tinker with the runway threshold coordinates to achieve the best accuracy so if you are using different scenery than the one I use to code the thresholds, you will most likely loose out on some accuracy.The only airport which will be default in my release is PAGS. I thought this was covered by Tongass Fjords X, but it is not. And I found that there is a tree on short final which needs to be chopped down because it is on the PAPI GP. I might just hold off on PAGS until that airport is updated, have not decided yet.Anyways, will work on these this week and then I am passing them on to John O'Duffy who will do some beta testing and then make an installer to handle all the airports at once like with NZQN. Then they will be released into the wild for all to enjoy.
  23. Hugh, don't know why the slideshow does not work. Lets try something else...
  24. OK, I'm just about finished coding the Alaska Airlines RNP/RNAV procedures for SE Alaska Airlines airports. This project will include the fields covered by FTX & FSAddons which are:PAGS - GustavusPASI - SitkaPAPG - PetersburgPAWG - WrangellPAKT - KetchikanThe files will include non-RNAV procedures as well, basically anything you would find in the FMCs. I've just about finished coding 4 of the fields and then they will be ready for Beta testing. My goal is to code all the ASA airports, they really do fly into some of the most challenging fields in North America and they are the pinoeers of RNP approaches. I've been having a blast designing these and can't wait for the South Alaska FTX add-on to code others like Kodiak and Juneau. OK, here are some shots for now on a test flight I did a few days ago from Sitka to Pertersburg. Flew the RNAV 05 into Petersburg and then departed on the NARRO 1 RNAV off of Rwy 23 which takes you right down the Wrangell Narrows. This linked up with the RNAV 10 into Wrangell, which has a great missed approach that winds right down the fjords and valleys south of the field. The missed approach had me divert to Ketchikan for the RNAV 28 at dusk. If you don't have these FTX/FSAddon sceneries then you are missing some beautiful terrain. Enjoy!http://www.flickr.com/photos/40232981@N07/sets/72157629552195137/
  25. I've noticed a bit of a bug when using the inspector to lock your framerate. I was flying formation with some AI aircraft, and I noticed that they were jerking forwards and backwards while in the air. After toying around with some settings, I found that this was caused by having the FPS set to unlimited in FSX while locking them through Inspector / Nvidia. So I'm back to running with the FSX frame rates locked to 40FPS and leaving the Inspector locked at 60FPS. I guess I could remove the inspector lock but it doesn't seem to harm it in any way.Small drawback that is probably only a big deal if you fly formation with your AI, so not that huge a deal.
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