roadrabbit316

Success! I have resolved my ILS tuning problem. By a process of elimination I discovered that TRAFFIC360, which, like many others, I have been using for online model-matching, was the culprit. By unticking the box in either FSX Scenery under <Settings>, or performing the same action under <Scenery Configurator> add-on program, the problem disappeared and the ILS tuned to the runway in use at EGGP even though using the same frequency for both runway directions. Happiness is .......... a working ILS B)

Hi Guys, Yes - I suspect it may be two AFCADS loaded, so I will go and check. I have Orbx Global and Vector, also the UK2000 Xtreme scenery loaded for Liverpool EGGP. I also have the VFR scenery for England. I have not made any changes recently and the problem only started a couple of months back - before then it worked correctly. The problem occurs with all aircraft including the FSX default C172 with no FMC (basic ILS tuner and display). Liverpool Airport, EGGP, is also known as John Lennon airport B) And, finally .......... yup, default FSX scenery will land you short of runway 27 (about 1/4 mile), and between the runway and the parallel taxiway A. Gives Liverpool ATC gray hair at times! I have just tried uninstalling the UK2000 EGGP Xtreme scenery - no change, problem still there.

I have a problem common to all my aircraft simulations, default and add-on, with regard to ILS tuning. I operate out of an airfield (EGGP) where the ILS frequency is the same for both runways: 09 and 27. However, only runway 09 ILS tunes in correctly, even when I select ILS 27 from within an FMS/FMC. The ident. also only displays for runway 09 - 'ILVR'. No-one else with whom I have spoken has the same problem, and the ILS for runway 27 tunes correctly, with correct ident. for them. This is a problem that has only occurred within the last few months as I used to be able to tune either ILS as required. Any help would be much appreciated.

Thanks for the info but a re-load of the B737 NGX cured the problem. I had checked the Autorudder function beforehand :wink:

Just come back to the B737 NGX after a few weeks away. All loads up without any problem, until I come to start taxying. As soon as I make an input into the tiller it goes hard right and will not move away from this position. What have I done wrong (I'm sure it's me!). I have been trying to use a Thrustmaster 1600M as a tiller, added to my Saitek Pro with throttle quadrants. Many thanks.

We have tried to share cockpit using the built-in 'Shared Cockpit' facility which appears in both FSX-MS and in FSX-SE. So far it seems that it only works if both users are using the same edition of FSX - i.e. it does not work if one user is on FSX-MS and the other is on FSX-SE. My first question is: is this correct, or are we doing something wrong? On all occasions we were using a default Cessna 172 aircraft simulation. If it is indeed the case that sharing cockpit does not work between these two platforms, do STEAM have any plans to change this in the future? Lastly - is there a work-around which will enable the cockpit sharing facility to work across these two platforms? I am not holding my breath :wink: PS We have used the facility very successfully with both users on the same platform.

Hi, My Saitek Pro has given up after 5 years or so of great service. I have a new yoke on order, but am trying to use my Saitek Rudder Pedals and a Saitek USB Throttle Quadrant together with a USB sidestick controller (Thrustmaster T1600M) which I have. The throttle quadrant works fine, but I am having problems with the rudder pedals. If I go to FSX and <ENABLE Controllers>, the green power light illuminates on the pedals, and the pedals return correct movements and calibration. However, after 'unticking' the <ENABLE Controllers> box, when I go to FSUIPC and attempt to assign the axis - there is (apparently) no signal and thus no functionability. Another related problem - if I try and use the Saitek PS2 connect Throttle Quadrant by using a PS2/USB converter, then connect directly to my computer (bypassing the yoke), the green power light illuminates but again there is (apparently) no signal and again no functionability when trying to assign axis via FSUIPC. My question basically is this: do the rudder pedals and the PS2 throttle quadrant require to be connected via a working Saitek Pro Yoke?

I am going round in circles! I bought the PMDG B737NGX on Nov 5, 2014 from FlightStore UK. I wish to download liveries to add to my enjoyment but when I go to the PMDG website I am told I need to log in to my eCommerce account. I actuallyget the following message: "You will need to log-in to your eCommerce account and redownload the 737 installer from your View previous orders page or from your original purchase email." As you can see, I did not buy my boxed version direct from PMDG, so cannot follow this route. Can anyone explain how I can obtain the Service Pack 1d to upgrade my B737NGX? Apparently I need the update to enable me to get the <Operations Center> application, without which I am unable to download and use the liveries obtainable from PMDG. I do have the <Livery Manager> application installed, but am unable to download any liveries.

Have had several unprompted autopilot and autothrottle disconnects on my PMDG B737NGX. I have checked basic Saitek Pro Yoke and dual Throttle Quadrants calibration (all OK). My BIOS clock and system clock appear to be in sync (a suggested possible cause). Has anyone had similar experiences? Also, pre today I used the left A/P, but it would not engage today. The right A/P worked fine. Why? I do not (yet) have any programmed or random faults in my set-up (yet!). Any information would be appreciated. B)

With ASE set to give maximum ground visibility of 15 miles and upper visibility of 100 miles plus, ASE appears to add a haze layer which looks as if it is 3,000 ft thick i.e. from ground level up to 3,000 ft altitude. If you only have FSX default scenery any mountains having peaks just above this altitude then have green peaks showing above this layer. Those flying around Scotland will know exactly what I mean (one advantage - it shows clearly where each 'Munro' is situated!).Is there any way I can lift the top of this 'haze layer'? I would like to increase the realism and remove the green peaks. I realise that purchasing photographic or enhanced scenery will remove the greenness of the peaks (and associated trees) but I would like to accomplish the desired effect without cost. :(

:Doh:I am soooo embarrassed! You guessed it - automixture was enabled. It ain't now, and all is working fine.Very many thanks from a complete buffoon.

Having flown the Navajo and Chieftain I got the Cheyenne to awaken some memories. Of course it is a turbo-prop, which is a whole new ballgame for me, but I enjoy flying Luton to Geneva - brings back awesome memories! Geneva opened at 07.00 and we used to have great fun in trying to beat a Lufthansa B737 daily flight from Hamburg on to the ground.Anyway :( a question - does anyone have a tweak to dim the night lighting inside the VC of the Cheyenne - at present it's all or nothing. I'm quite good now at guided changes to my .cfg files but am no good at coding myself.

Oh, I do love a good discussion :Whistle:Now for my pennyworth: I took my new Carenado Baron for its first flight. I had full tanks of fuel but was otherwise default loaded. I used no flap as I had a long runway and anyway thought that no flap take-offs were standard.Just like most other aircraft I have flown, at a certain speed the aircraft becomes light on the controls and 'alive' - some would say "it wants to fly". This occurred at about 80 - 83 knots. I gently eased back on the control column and at about 90 knots the nose started to come up. With continuing acceleration I eased the nose up to about 10 degs nose up. The Baron came cleanly off the ground.At an altitude of about 10 - 20 feet the nose pitched down quickly to about 5 degrees nose down and despite pulling back on the control column the Baron made contact with the runway. The nose then came up to 10 degrees nose up and the whole procedure repeated another 2 or 3 times. The airspeed at this point was about 100 knots. Eventually I managed to slow the pitch rate down and limit the pitch angle to about 5 degrees nose up and the take-off proceeded without further fuss. I'll be honest - it gave me quite a shock :blink:This procedure repeated itself each time I went 'flying' in the Carenado Baron, that is until I saw the forum postings and added the stall fix. Incidentally, during all the above there was no aural stall warning.Having followed the above thread, this evening I flew the Baron to 3,000 feet altitude and practised stalling and stall recovery. At flight school, and much later from Mr Boeing, I learned that stalling should be approached initially in straight and level flight at a speed decay rate of 1 knot per second (De Havilland Chipmunk to Boeing 747-400, since you asked!). To do this in the Carenado Baron I needed about 12" boost pressure. Maintaining altitude the speed slowly decayed. At about 115 kts the undercarriage warning came on. At about 85 - 87 knots the stall warning horn sounded. At about 80 knots it was impossible to hold either attitude or altitude, the nose dropping to a maximum of 12 degrees nose down (despite me pulling back gently on the column) and the speed rose up through 110 knots. As soon as the nose fell away I had applied full throttle on both engines.Continuing to increase the pull on the column the nose reached a maximum of 12 degrees nose down, as I said above. The gear warning horn had stopped just after I applied full power. The stall warning remained on until about 110 - 115 knots. With the airspeed at about 120 knots the nose of the aircraft slowly came up and the descent was arrested. When the speed reached 130 knots I climbed back up to 3,000 ft altitude. Altitude loss overall was 1,000 feet.I repeated this manoeuvre several times - all with very similar results. My feeling is that this represents a fairly heavy stall for such a light aircraft. I have not flown the RW Beech Baron B58 so I can't make a comparison, but I would have thought this kind of standard stall and recovery would produce less of an altitude loss. Certainly aircraft like Cessna 150/152, Cessna 172, Piper Cherokee, PA28 and PA31 (non turbo-prop) produced less altitude loss when stalled in this 'standard' way (as I remember!).It would be instructive to hear from some current RW pilots on these types.Someone once told me a story, which I attach for your amusement:[A game we used to play at college was to get about 6 aircraft flying in a circle. Gradually the circle would shrink and the bank angle increase. G forces increased, too. One by one an aircraft would fall out of the circle as the inner wing stalled, flicking the aircraft into an inverted dive. If your plane was more heavily loaded, you would fall out earlier. The trick was to be the last one left in the circle. You had to be very gentle and accurate on the controls as any sudden movement could increase the G (increasing the stalling speed) and suddenly you would be looking at Mother Earth from some very strange angles and attitudes.]

Thanks Bert - I shall give it a try. If you leave it in place it obscures the Nav lights and as I don't use any TrackIR or FaceTrackNoir it's a bind having to duck under the visible yoke.

:mad:Everything works except the mixture levers.Leaving them in 'full rich' and at FL080 (8,000 ft alt) the fuel flows are around 13 gals/hour per engine with 2400 rpm and 2200 boost. I think this means that the mixture controls are working in 'auto'? Being used to setting them myself I wondered if there was a way to make them work manually.I am using FSUIPC4 registered version, and the mixture levers on my Saitek Pro Yoke system show operation over the full range, with the VC levers following each movement synchronously. When brought fully rearwards they do cut off the fuel supply to each engine. Over the rest of the range nothing happens.Enlightenment sought - :(