xxJohnxx

Okay, I did a few tests on my system and that what you are writing is maybe not a bug. That the engine bleed air temperature is rising, when the external air is connected, is normal. On a very short test they reached 125°C on my system too, and would probably even rise more over a longer period of time or diffrent climate conditions. If you hold the ANNUN LT TEST button for a few seconds, you will perform the air system test. This is announced in cyan on your EAD. During this test the air system will shut down and several Level 2 and Level 1 allerts will apear. This test should finish after maybe a minute, and the air system should return to normal operation, and all allerts should be removed again. A screenshot would help to identify the problem if it remains. Best regards, Jonathan

Hello Craig, That seems very weird. I am not sure what causes your problem, but I ask if it is possible to test it without that tryke with engine off as your startup file. I think the original one is that one, where the tryke is in the air. Sometimes it is suggested that you first load a flight and shut everything down, and then load the aircraft you want to fly. However, at least for me, it works better if I just directly load the aircraft from the FSX freeflight menu screen. Please also check that you don't have any failures active in the PMDG and FSX failure menu. Additionally can you please post a screenshot of the air synoptic page with the red Xs on it? Best regards, Jonathan

Hi, Yeah, that's personal preference. I prefere the system PMDG uses, and set my Duke acordingly. Maybe buy another mouse, that will solve that problem easily.

Hi Craig, Welcome to the MD-11! I can't help you with your point number 1. I sometimes get similar behavior. Your second problem can be solved in the PMDG options menu. There you somewhere will find the throttle override (It might be called otherwise, I can check it for you tomorrow if you don't find it), you want to set it to 'never'. Because at the moment, as you move your thrust levers to 70% they will stay there, as you don't have servos in your (hardware) throttle like the real one has, FSX can't move them to your takeoff power and so they will still command 70% power. By changing that option you basically tell FSX to ignore your throttle position whilst A/T is on. I also would recommend pressing Autoflight before advancing your throttles. This way you just can advance them until you hear the 'click' at which point the A/T will take over. Best regards, Jonathan

I also want to contribute to that discussion, without actually having any knowledge on that subject. The aircraft I am flying are far away from reaching 150 knots, not even speaking of 250+. I just want to point out, that it has been stated multiple times in this thread that such speed restrictions on a SID are a diffrent thing than generally flying 250 knots below 10000 feet. The SID you provided as an example may require that 220 knots restriction for that tight turn right after the end of the runway towards the VOR. As it has been pointed out several times, that is a diffrent thing than that general 250 knots below 10000 feet rule.

I am at the momment to cruise altitude for a short flight, so I only gave it a short test. The MD-11 seems to understand those mouse inputs normally, as any other planes do. If I move the mouse, the yoke moves as expected, so I think it will work for you. NOTE: I use FSX. The results may be diffrent in FS9. If it shouldn't work, you still can use a little external software to simulate a joystick with your mouse. There are some arround for free. So give it a go, you won't regret it BTW: If I am allowed to ask, what did you fly in your career?

Also have been on that one.

Okay, Which mode do you use in AS2012? The IFR mode? And did you set a departure and a destination aerodome as well as your cruise altitude in AS2012? Do you use the latest service pack? Best regards, Jonathan

Hi, I still think it is FSinn what messes up your systems. I don't have it so, I can't help you. Maybe some FSinn user will chime in and help you. PS: Interesting colors you use there.

Hi Paul, What weatherengine do you use? This seems like your TAT is to high, which means the air the engines breath is to hot for that altitude and it reaches it's EGT limit. Quick guess: You use FSInn? FSInn is a known source for that problem.

No, an autloand is normaly not mandatory. Autolands are normaly performed for two reasons: a ) The weather at an airport requires an autoland. If there is little forward visibility and/or a very low ceeiling it may be neccessary to fly an CAT II or CAT III ILS approach. If not equipped with a HUD (like the NGX) those approaches must be flown by the autopilot. b ) As everything in aviation an automatic landing should be trained, so that it works out when needed. So many airlines say that a pilot has to do one automatic landing a month. So if you don't encounter bad weather for a longer time, it can happen that you will have to perform an automatic landing in weather which wouldn't require one, because one of the crew members hits that limit. Please note: In FSX you can do a CAT IIIC landing at every airport equipped with an ILS. This is not the case in the real world. Many smaller airports only have an ILS which is capable of ILS CAT I appraoches. The number of airports which allow CAT IIIA or even CAT IIIB (automatic landing including rollout) landings isn't very big. As far as I know the only airport in the world, which ILS is capable of providing CAT IIIC (automatic landing including rollout in 0 visibility (which means in theory the crew doesn't have to see the runway, even when the aircraft is on the ground)) is London Heathrow. Again, as far as I know, it is still not possible to do such a landing, because Heathrow doesn't (or didn't) have some neccessary detector loops on taxiways and roads arround the runway and ILS installations, which are neccessary to monitor if the runway is clear and the ILS signal isn't disturbed by the catering truck, who's driver got lost in the thick fog. As said, that is only as far as I know and that information might has changed by now.

Hi, Right in front of you, above the attitude indicator. The gray box which is seperated into 3 parts. It shows you very important information about what your autoflight system is doing. From left to right the boxes show the following: 1. Box: Shows you information how the autoflight system (or the FD when handflying) is maintaining the speed. This can be: - "PITCH" - pitch for speed - "THRUST" - throttle for speed - "IDLETHRUST" - idle descent mode, also pitch for speed To name the most important ones. 2. Box: Shows you information how the autoflight system (or the FD when handflying) is controlling at the latteral axis. This can be: - "HEADING XXX" - flying a heading - "NAV1"/"NAV2" - following the FMS commands - "VOR1"/"VOR2" - following the VOR indicator - "LOC ONLY" - following the localizer - "LAND ARMED" - autoflight system is armed to land the plane To name the most common ones. 3. Box: Shows you information how the autoflight system (or the FD when handflying) is maintaining altitude constraints. This can be: - "CLB THRUST" - Climb thrust is set - "HOLD" - Altitude hold - "APPR ONLY" - No land mode. AP will disconnect at 100ft AGL. - "GS" - Maintaining the glideslope - "DUAL LAND" - Doing a full automatic landing. That's what you'r looking for. To name just a few. For further information refere to page AUTO.30.26 in the Systems manual (page 160 in the PDF). Best regards, Jonathan EDIT: You might also want to have a look at page PT.30.4 i nthe Flight Crew Operating Manual (page 367 in the PDF). It explains what you should do when and what the aircraft does while you perform an automatic landing.

That looks damn good! Nice job Luke!

RH = Radio Height Basically the height above the ground, measured by your radio altimeter.

Hi, As far as I know that is not a function that the FMC (at least of the MD-11, and probably the B737) can do. Yes you can enter wind, but you can not import it. You probably have to do that manually.

Thanks for posting. Very interesting! A DC-10 tough.

You shouldn't even have bought MS FSX. You probably shouldn't even have bought a computer. Within nearly any software there are always things that are not fixed and never will be fixed, without their product pages warning you: "This software contains bugs!". This is just how the way it is.

Well it has definatelly to do with your weather engine. The NGX itselfe won't modify the TAT. You are using AS2012. Did you install the latest service pack? Which profile are you using (IFR)? Do you run any other software like FSInn or the like?

Maybe you also want to give this software a try: http://aerotexas.com/RF/index.php I just found it a few days ago, so I don't know if it works 100%, however that what I have tried worked as intended.

What would be if PMDG included some basic ARCAS functions (weather uplink, fpl uplink, etc.) into their 777. But instead of providing any more external (server-) software to run this functions, they could provide a folder where you can put files into. Something like the actual import flightplan function. If they would say that such files must have certain format, external parties (VAs, IVAO, VATSIM) could provide software solutions to inject such files into that folder. If you now press the button for such a service (e.g.: weather uplink) in the FMC, that file could be loaded. In the same folder some basic outputs could also be stored (e.g.: position reports) and read by external partie's software. Ofcourse this would provide the need for PMDG to include those ARCAS functions into the FMC, however it would be better than any specific client (like only for IVAO). Also there wouldn't be the need to creat the real "up- and downlink" part. Loading such files from and to servers could be accomplished by external partie's software.

Hi, Autopilot failures of either channel can also occur if you move the control colum with too much force while the autopilot is engaged. This can happen by spikes of your controlls or by manually moving them. Again, this is not a service based failure.

Its reallly getting exiting in the near future (1-2 years) in the small DCS World. There are many great planes in the development and many more to come. (Personally I am really looking forward to the Mi-8 and the Mig-21.) Additionally the new graphics engine EDGE is in the development and with it also a new map will come. This new engine will probably eliminate the last big graphical benefit, the bad looking terrain. Very interesting things to come! PS @PMDG: If you release the 777 at the same time as the Mig-21 you will get me into serious time truble, you know that, don't you?

How did it work out for you, Michael?

Hmm okay, Maybe you can try to fly the tutorial again without loading the save file provided by PMDG. Instead just start a new flight and select 'fair weather' (or however that clear weather thing is called). Please check if you get such hot TATs at those altitudes. Maybe you can also try it with AS2012 if you still have that, and check for TAT there. Best regards, Jonathan

Hi Michael, The shift from ECON 345 to .826 Mach is normal. Your TAT is very, very high (+32°C at 28 000ft). This explains why you can't fly the .826 Mach, which you normally should be able too at this altitude. Do you use any external weather software like REX or AS2012? Best regards, Jonathan Huschle