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Budbud last won the day on January 5 2016

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About Budbud

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  1. I thing we are on the same page, hence my reference to the document called FCOM! (FCOM v2.pdf if I remember well). In case you would not find the document in the OC, you can still find it in the [Sim folder]\PMDG\PMDG 737 NGX\Flight Manuals. If I didn't understand well, then please rephrase because, what you wrote here is pretty much a repeat of what you wrote in your initial post.
  2. I guess one reason could be that the use of the radio altimeter is reliable only if the terrain ahead of the runway is prepared for that (flat, surveyed?). It is the case for the cat III approaches but in an airport with bumpy and slopy terrains before the runway, the height measured by the radio altimeter would vary constantly making difficult to follow a constant slope down to the runway. But I could be wrong, this is just a logical explanation out of real knowledge.
  3. Hi, If you are looking for the flood and panel lights, then the FCOM is your friend. You will find in that manual all descriptions you need regarding the controls of the lights in the cockpit. I don't have it at hand to give you the reference but search for lights.
  4. Hi Richard, The T777 can fly RNAV approaches (both GPS and RNP) with no issues both PMDG's and the real beast. What Dan says in he post above is just that since the T7 doesn't have the IAN feature, he prefers not doing RNAV approaches but it is a personally taste. I flew some RNAV approaches with the PMDG's just fine. IAN stands for Integrated Approach Navigation. You can find some info on internet about it like here: http://www.boeing.com/commercial/aeromagazine/aero_22/737approach_story.html Basically, it is a system that gives you a ILS like guidance (FAC replaces LOC and GP replaces GS) when there is no ILS. It is a GNSS based system. But it is irrelevant for the T7. Sorry for the confusion I made bringing it into the discussion. For some reasons, I don't know why I assumed that you were talking about the 737 but you actually didn't specify the aircraft in your initial post.
  5. Hi, Also if you need an assistance from PMDG, you'd better submit a ticket here: https://support.precisionmanuals.com (If it is your first ticket, you have to create an account different than the one used to purchase). This forum is merely a user-to-user support. Though you will get help from very experienced people, you have better chance to catch the attention of someone from a PMDG with a ticket.
  6. Sorry, I should have also added not only custom panels but also the other panels that the default one. Which panel do you use to load the aircraft with? If not the default one with engines running, then you should try with this one first before going to the fsuipc thing. For some reasons, the long, short turn over and cold and dark panel states provided also get corrupted and that trigger a wide range of strange behaviours to some users.
  7. Then in this case, if everything is configured correctly on the aircraft and there is no failure active, maybe we need in search to another direction: Robert, do you use a custom panel state? And Fsuipc? If you use a custom panel state I would advise you try to reproduce the issue but with the default panel state loaded at the start of the sim. If it still occurs with the default panel state, then you may try to temporarily move the fsuipc.ini out of the module folder and rebuild a profile to see if it fixes the issue.
  8. Ok thanks for rectification. However, there is something not clear to me. FCOM says: If any flap position is non-normal or if flap control is in secondary mode, all flap positions are displayed. And also: If any flap group fails to move to the commanded position, the FCUs switch to secondary mode for the related group driving the flap group through electric motors. But is there a way to identify on the expanded display which flap group is in secondary mode since it seems that the FCU can swith either group at a time and not necessarily all at once?
  9. Flaps primary indicates that any one of the LE or TE device has an issue. But I didn't know that it triggered systematically the LE control to go to secondary mode. Then in that case it makes sense. However the demand pump 4 has nothing to do with the LE since in the primary mode, they are pneumatically powered by the bleed air pressure, but a lack of pressure in system 4 could trigger the flaps primary I guess which would led in turn to swith the LE to secondary mode. Robert, did you have a HYD PRESS [DEM/SYS/ENG] annunciation at any time before the flaps primary?
  10. Are you talking about the demand pump selector knob (AUX/OFF/AUTO) to OFF? In any case, even with engine 4 failure, the demand pump 4 should remain to AUTO and the engine-driven pump 4 switch should remain pushed in. If the demand pump 4 is off, that explain the flaps primary annunciation on the upper EICAS. But anyway, whatever hydraulic pump is off, I see no connection to the extended time need to retract the slats since they are powered by the bleed air and not the hydraulics.
  11. Hello Richard, In addition to the info above, the 737 is equipped with a nav function that simulates a pseudo-ILS but based on the GNSS instead of a ground based guidance system. When you are close to intercept the inbound course to the runway, you can arm the APP mode. On the FMA, FAC and GP will be displayed in white when it is armed. This mode will allow you to fly the rnav approach very much like an ILS.
  12. Actually, the OP is talking specifically about the slat retraction. Slats are pneumatically powered by the bleed air in primary mode and electrical powered in secondary mode. But I cannot find in the FCOM whether one engine failure could affect the slat retraction rate. Also the QRH specifies for Flaps primary to plan for additional time for flap operation. I guess the first to know here is the reason for the flaps primary annunciation to identify which flap group or slat group is affected.
  13. Hi, did you recalibrate your TQ in the windows settings and P3D when you switched from v3 to v4?
  14. The Flaps primary annouciation and the extended flaps display indicate that the flaps control has dropped to secondary mode (electric). The extension and retractation in this mode is slower than in first mode (hydraulic/pneumatic). I'm not sure that the engine 4 shut is the only reason for the degraded situation because even with the engine-driven pump 4 off, you should still have the demand pump available to supply the hydraulics system 4. Can you please post a screenshot of the lower EICAS Hydraulics page (I'm suspecting a issue with the configuration of the hydraulics here)?
  15. Hi, the best way to contact PMDG is to submit a ticket there: https://support.precisionmanuals.com If it is your first time, you have to create an account that is different than the one used for the purchase.