flybywire0386

In my (limited) experience of TrackIR the display readability is the same as you would get from holding space and panning/zooming with the mouse - so if the aircraft you are flying or graphics settings are not up to scratch then the issue will remain. However the advantage with TIR is that you can get a closer look at said DU's simply by moving your head closer to the screen, and can also change the angle of view to a limited extent - allowing a more 'square-on' look at the screens.With regard to the monitor question - I'm only running it on a single 22" screen and its still been worth it. Have another screen on order so until I can get 3 will probably continue to use a single one for visuals and the secondary to display the CDU and any other ancillaries.

Hi Elias, try this: http://www.flightsim.com/vbfs/showthread.php?182332-Virtual-Cockpit-head-movement&p=1188141#post1188141Post #4 describes what you need to do, but basically it involves disabling what FSX calls MomentumEffect in the camera.cfg file kept in your documents (Not the FSX root copy). It does work as I've used it myself - found the effect mildly amusing for a while in the default aircraft but was driving me insane while using TrackIR in airliners :Tounge:Hope that helps

Yeah sorry, figure of speech :(

Sorry to jump in here but in the interests of accuracy I'd love to know where some of this information comes from!Deploying Flap 1 in the airbus (320/1 anyway) at 250kts is likely to remove them from the wings as the VFE for this configuration is 230kts! Plus we would never even take flap that close to the limit unless absolutely necessary - as it increases wear and also leaves you susceptible to an overspeed warning if you hit a gust. On top of that selecting Flap 1 in flight in an airbus actually only gives you the first stage of slats, and therefore provides much more lift and next to no drag - so useless for slowing down. What it does do is move VLS (Lowest selectable speed) down the scale allowing you to use the speedbrakes more effectively. Finally the speedbrakes are far from useless below FL200 - which appears to be an arbiturary figure, and in fact at lower altitudes would provide more drag due to the thicker air. What does make a difference is speed, they are much more effective at higher speeds and become difficult to use as you approach green dot (best lift/drag ratio speed) as extending them often increases VLS above this speed - forcing you to retract them, slow down enough to take some flap, and then re-extend them if necessary.I do agree however that the landing gear does make an excellent speedbrake if required, though only once in my career have I seen it dropped near FL200 - and that was at 17000' when ATC left us in the sh*t with a very last minute runway change :PAnywho, off topic i guess as we're not talking about the NG!

Cheers Ryan

Hi,This question is mainly aimed at Ryan or the wide beta testers, and apologies in advance if it has already been answered elsewhere - was just wondering what FSX realism settings and axis sensitivities you chaps have been using with the NGX when testing the handling characteristics? Seem to remember from previous aircraft that FSX's definition of 'realistic' handling can be anything but. :smile:Many thanks

And here was me thinking they were screenshots of the RC! :(:( I'm afraid so! Now I need to run and hide before the boeing lot find me :(

Can't speak for the 737 but on the scarebus the drain masts (and indeed the majority of probes) are heated constantly while the aircraft is powered, albeit at different levels when on the ground and in flight.The masts also work as overflows and so can drip water during flight - also if the system has residual water in it and the masts were not heated during flight then this would freeze inside the mast at altitude and could cause damage. Same reason why water and waste tanks are drained before the aircraft is left overnight in sub-zero conditions :smile:Hope that helps!