Budbud

Hello, I don't mean to sound disrespectful but what is the purpose of resurrecting a 6 year old post?

Alexander, Thanks for your feedback. Unfortunately I cannot help you with Ezdok, I don't use it either.

This was know to cause CTD to some users so PMDG added an option to choose whether to block the popup to prevent accidental CTD. You can enable the popup in the options via the CDU (I believe it is in PMDG setup> simulation but look around you will surely find it). I believe it must also be in the introduction manual that is worth reading if you haven't yet. For the illuminations, have you ticked enabled the dynamic lighting in the options of P3D?

Hi Clement, The FD will command the change of level depending on the flight level in the FMCand the altitude entered in the MCP altitude box. Look at your FMA to check in which pitch mode you are. Let's imagine in your case that your are proceeding from your position to the waypoint A with an altitude constraint of FL150, then waypoint B with an altitude constraint of FL100. So if you start with a pitch mode of VNAV PTH or VNAV SPD in your descent and 15000 on the MCP, your aircraft will level off at FL150 and the pitch mode will change to VNAV ALT. In this case, if you just enter 10000 on the MCP, then the FD will still command a level off even if the constraint of the next waypoint is FL100. To continue the descent, you have to push the altitude button of the MCP. However, in the same situation, if you enter 10000 on the MCP before the aircraft starts levelling off, then the pitch mode with remains VNAV PTH. The FD will command a pitch to pass Waypoint A at FL150 (even level off for while if needed) then continue the descent to FL120 once waypoint A is passed. The key here is to understand how the system works and know where you are in terms of VNAV mode to know what to expect.

You are welcome!

I had forgotten one reference which will give you all the information that you need: "Cold weather operations" SP.16.2 in the FCOM v1. It explains thoroughly the de-icing / anti-ice in all phazes of the flight.

Hi, The FCTM actually gives several hints about how to use the anti-ice (search "anti-ice") and the chapter 3 section 20 of the FCOM v2 (p 3.20.1) explains how the system works and allows to understand as well how to use the switchs. For engine anti-ice switches for exemple, AUTO will switch the engine anti-ice only in flight. Therefore if you face icing condition on the ground before takeoff or after landing, you should set the switches to ON because if they are set to AUTO, the engine anti-ice will be off as long/soon as the aircraft is on ground.

I was not really keen on the click and drag before but now I'm used to it and I must confess that with a TrackIR and Ezdok, I find it much easier to use that having to maintain the cursor on the button to use the mousewheel. And actually setting the baro minimum to high values such as several thousand feet with the fast "detent" is much easier and much faster (scrolling the mousewheel again and again can be tedious...).

Crystal clear, now! thanks again for the answers.

Well that make sense, I would logically choose the minimum corresponding to my actual Vref, but what is sensible and what regulations say don't necessarily match! :wink: So I guess the approach category of the aircraft (based on her MLW according to the definition) and the approach categary "used" by the pilot to choose the minimum are not necessarily the same. However, can a pilot choose a minimum that corresponds to a category lower that the certified one of the aircraft? I mean a B77W is cat D at MLW but an empty may have a Vref corresponding to cat C. In that case, is the pilot allowed to choose a minimum corresponding to cat C or must the choice of the minima be conservative and keep cat D?

Hi, Thanks for the clarification. However, there is still something that gets me confused: According to what I have read about the approach categories, they are based on the Vat at MLW, so not dependent on the actual weight of the aircraft (except for the circling if I understand correctly). However, I'm not so sure when reading the posts above on what we must refer when select a minimum for an approach: still the MLW or the actual weight?

Hi, I have just found by chance a document from Boeing called "Airport Reference Code and Approach Speeds for Boeing Airplanes". In this document, the B737-800 and upward are classified cat D for approach. I'm not sure I'm allowed to post the link to that doc, so I just leave. An evidence that contrary to what we may logically expect, the approach speed has nothing to do with the aircraft size (we may think the bigger the faster), but according to that document, B738 and B739 are cat D along with B753 and B767, but B772 and B77L are cat C.

Hi, The option exists on the T7 to keep the sound running in background when not focused on sim but not on the NGX, as far as I know.

Hi, The offset is implemented in the T7. That's probably why you cannot find the paragraph anymore. :wink:

An other factor to choose flaps 30 is the noise abatement at your destination airport. Flaps 40 requires more thrust, hence more noise, even if it is obviously not a primary concern in the sim!