daniel.burke01

Thanks all, My 1st plan of attack was to try to repair the file with the installations. However, does it matter which PMDG product I run the installer on? 737, 777, 747? I really have no information as to which product this .ddl is specific too as the error message doesn't really state specifics. And, the file is located in the general PMDG sound folder in the main FSX folder. Also, if I run the original installer of a product and click repair, do I then need to go back and update the service packages as well? Or will it just repair missing/damaged files and leave my version alone? Thanks, -Dan Burke-

Hey All, A couple days ago I noticed an error message related to a .ddl file with PMDG on startup. The message I get says: Flight Simulator has detected a problem with a third-party software program (add-on) Name: PMDGSounds Dynamic Link Library Version: 10,0,61355,40 Company: PMDG File: PMDG\DDLs\PMDGSounds.ddl Do you want to Run this Software (not recommended) If I click yes I Flight Sim shuts down with a fatal error. If I click no, it starts and everything seems to run as normal. I didn't change any settings or do anything different, this just happened one day while opening FSX. I am not sure if I need to re-install something or where to begin to do that. I have the 737, 777, 747...All are up to date and include all add ons. Any tips on how to fix this error without re-installing everything? Thanks. -Dan Burke-

Hi all, On December 3rd, REX released an update to their REX Essentials Plus. Updating to 3.8.14 etc.... Now, let me start off by saying I know that last year in August 2013, REX announced they would support the uploads feature of the 777, but I never heard when or if this actually happened. Since first having the 777, I have always had this feature and it worked with REX. I was able to request, upload and load weather in the legs page and the descent forecast page. Both if I filed a flight plan through REX or just used the weather engine alone. Since updating to the most recent update, this feature now does not work. I get invalid message in my scratch pad. Clearly this is either from the update or maybe it was never supposed to work and I was just somehow lucky? :wub: :rolleyes: I have no idea. If anyone else has noticed this or has any input, let me know. I will go ahead and copy this message over to the forum at REX as well, but since it's directly related to the PMDG 777, I wanted input from this forum as well. Thanks all! Kind Regards, -Dan Burke- After reviewing the REX website, it looks like others are having the same concern. REX did respond to one post asking for more information. I will attempt to keep this post updated with any resolve to this situation since I assume it will affect more than just me! Thanks All, -Dan Burke-

Well, the only reason I believe it may is that it works fine with the NGX, and I am able to have hydraulic power and engine start with no strange side effects... Thank you! I will take a look! -Dan Burke-

Hello All, I've noticed that when using GSX with the 777 for pushback, I cannot have ANY of the hydraulic units switched on or to auto. If I do, this causes the rudder and nose gear to have crazy movements, as I would expect because they are hydraulicly powered, and trying to be turned by an outside source whose bypass pin seems to take no effect. So my question being, does GSX just not work properly with the 777 to "bypass the hydraulics" with it's "bypass pin" or does the 777 in RL actually have to be pushed back with no hydraulic power and engines must remain off until pushback is complete? (something I can't imagine happening)....I am ASSUMING that the GSX bypass pin and PMDG 777 just don't work together, or am I really missing something here? Thanks for your comments in advance! -Dan Burke-

There are programs on the web called FSX registry repair....sometimes files get lost or moved by accident. Run this repair and see if this fixes your problem. I know there is one on the Flight1/coolsky website in the downloads section. Hope this helps, -Dan Burke-

I also noticed that when you set the sensitivity for the key combos under "controls" section of FSX...if the "repeat" slider is fully to the right, you will get a HARD brake, if the "repeat" slider is to the left...its less intense. Dan Burke

The default key combo to turn this off I think is shift + 3. I did this my self while using shift + E to open the door and mistakenly hit the 3. If this isn't it, it could be Ctrl + 3 too, but I am almost 99% sure its Shift + 3 Dan Burke

ETOPS isn't "equipment" per say that extends the physical limits of the aircraft. A 737-800 and a 737-800ETOPS are the same aircraft and bulit of the same components, its just that ETOPS craft has been certified for single engine operation to a diversion airport up to 180 minutes away. These certifications range in minutes from 120 to 330 and require the flight crew and aircraft to be certified under special rules such as routing/planning or additional checklists that must be performed during the flight. For example, the 787 is currently certified to 330 minutes as well as boeing's complete line of 777's. The selection of ETOPS on the NGX menu simply places the "certification" sticker in the flight deck. But as far as gaining extra distance or carrying extra fuel...this option doesn't change that. You can read more about ETOPS on wikipedia. It has some good information on ratings and procedures! Dan Burke

Doesn't this happen when you use a pirated version of PMDG 737ngx? ~Dan Burke~

I even believe now that with the 777 they are or are in the process of extending the ETOPS to 330 minutes...thats a good 5 hours from any point! -Dan Burke-

Well, if you have an engine bleed fail, you won't be flying anyways, so no need to start the engines...in theory you could use the air cart to start one engine externally, but to start the other engine you would still need to cross bleed the air from 1 to 2 and with no duct pressure that's not going to happen. The process for the external start is close to the same as a normal APU start. Open the pack of the engine you wish to start. This will provide air flow to that engine for spoiling. Start lever to idle at 25% n2. In your case this would be as far as you could go in your situation. You would then normally disconnect the air started unit. Push back. then rev up the started engine to about 30% N1. Cross bleed your engine packs to supply air to the second engine to supply sufficient air to start. But since you have no engine bleed this won't happen for you. You wouldn't want to be doing any flying though with these failures. This could cause pressurization problems and if you had an engine failure off the ground you would never get it started again! -Dan Burke-

Its normal...The Fuel pump system on the NGX is designed to work without the use of the pumps. I don't think its recommended as a standard practice...haha...but it won't starve your engines of fuel if they are off. Its gravity and pressure driven system... -Dan Burke-

Well, I have to agree with the others on this matter Bert. Yes, its up to the pilot to control the pitch, speed, etc...during the climb out phase, regardless of turning, climbing descending, etc. However, it is common practice from what I hear to complete a turn before retracting flaps. Its not a written rule, but take for example that on your right wing the flaps jam as you are making a left hand turn. This gives you a considerable about of extra lift on the "up side" of the plane and at 20 to 30 degrees of roll, this is not a situation I want to find myself in. Just a thought. -Dan Burke-

I actually have a Nvidia graphics card. The issue is that, its not a one off occurance. It seems to happen nearly every time I use FSX. So restarting is a solution, but a permanent fix to the issue would be the best! Otherwise, I'll be saving a restarting FSX with every flight if I am using one of the mentioned variants. However, Thank you for your suggestion! -DAN BURKE-

Hi there, I've noticed, more recently, that when I fly with my 736/737non-winglet, and my 738/9 all variants, I get a lot of missing graphics, generally about midway through a flight. I NEVER have an issue with the 737-7Winglet version though, So wondering what the difference is? I've posted a photo below of the 800/900 issue, and the 600/700 loses the back half of the skin from the tail to mid-way to the wing although the seats are still visable. I don't have a photo of this, but anyone know any solutions? I've adjusted graphics till I'm blue in the face and seeing as I don't have the issue with the 700winglet version, I am a bit confused that its my graphics. Thanks In Advance, -DAN BURKE-

Wow! Why is this such an argumentative topic? Kinda childish isn't it? All I've suggested is to take a look at real world charts when flying cause it makes things easier. Take into consideration the Approach star I used. Lets say I was expecting a landing to the south at KMCO on Runway 17L. If I let the FMC calculate EVERYTHING and DO NOT take into account the vertical planning on my chart, I am going to run into BAIRN at about 13,000 ft. instead of 11,000. Its not an unmanageable task and quite a nice approach. However lets say on my descent, runways switch to North landings. I now have to land on 35R. According to the chart it says for North landings I should Expect 8000 at BAIRN. Because I am already descending, I am now going to cross BAIRN at roughly 5,000 ft higher than I would if I had just entered in my crossing restrictions to begin with as BAIRN 250/8000 11000B. It just makes the ENTIRE APPROACH more manageable. Just because it says to expect doesn't mean its set in stone or required, but its nice to set anyways as a way to be sure I don't have to rush to make adjustments. I didn't mention anything about ATC as I don't even fly with ATC, but I doubt any controller would scold you for being on top of your plans. Pre-planning is just another way to have a more efficient and enjoyable flight. Just opening options to those who haven't thought about it before. Thanks, ~DAN~

I just wanted to put out there the benefits of using charts when flying! I've been reading topics on how to slow down the -800 and using less of a descent profile and so on, but the benefits of vertical planning that arrival charts provide are a great tool in getting your aircraft to a manageable speed for landing. A lot of STARS provide vertical planning that asks you to expect a specific altitude at specific points and reference those altitudes to south or north, east or west landings. Many times these vertical crossings are NOT programmed into the stars from navigraph and looking at the arrival on the chart will give you these plannings. Take the BAIRN2 arrival at KMCO. The arrival I download from navigraph does not provide any vertical restrictions prior to final approach. My FMC will give me an esitmated crossing at BAIRN of about 13,000 to 14,000 ft depending on my cruise. However if I look at the actual arrival chart I see that at BAIRN it asks me to vertically expect to be at 8000FT for north arrival and 11000FT for a south arrival. This is a difference of almost 6,000ft to 2,000ft from what the FMC is estimating for my approach. By using the correct altitude restrictions this 6,0000 is made up well in advance by an earlier T/D and my trip from BAIRN to final is a smooth descent with control over my speed. I am not playing a game of catch up by having to nose up to slow down then set flaps then nose down to regain my vertical profile to keep me on path with Idle and speed breaks. If you haven't looked at charts before, I HIGHLY suggest it. The more you learn the more you'll discover how small things make SUCH a difference and the more fun it becomes! Just a tip for the day! Happy Flights! ~DAN BURKE~

Switch your NAV radio with the ILS freq. back to standby from active and cycle your flight director switch off then back on for both the Captain and FO. make sure to switch both off, then both back on. ~DAN BURKE~

Just checking for a new desktop, these are the specs? Pros? Cons? any assistance would be appreciated! Paladin XLC E1 1 x Case ( NZXT Tempest 410 Elite Gaming Case - Black ) 1 x Processor ( Intel® Core™ i7-2700K Processor (4x 3.50GHz/8MB L3 Cache) - Intel Core i7-2700K ) 1 x Processor Cooling ( Liquid CPU Cooling System w/ Dual Radiator - 2x ARC Silent High Performance Fan Upgrade ) 1 x Memory ( 16 GB [4 GB X4] DDR3-1600 Memory Module - Corsair or Major Brand ) 1 x Video Card ( NVIDIA GeForce GTX 560 Ti - 1GB - EVGA Superclocked - Core: 900MHz - Single Card ) 1 x Video Card Brand ( Major Brand Powered by AMD or NVIDIA ) 1 x Motherboard ( ASUS P8Z68-V LX -- Lucid Virtu Technology ) 1 x Motherboard USB / SATA Interface ( Motherboard default USB / SATA Interface ) 1 x Power Supply ( 750 Watt - Corsair CMPSU-750TXV2 - Free Upgrade to 850 Watt Corsair CMPSU-850TXV2 ($20 Savings) ) 1 x Primary Hard Drive ( 60 GB ADATA S511 SSD - Single Drive ) 1 x Data Hard Drive ( 120 GB ADATA S510 SSD - Single Drive ) 1 x Optical Drive ( 24X Dual Format/Double Layer DVD±R/±RW + CD-R/RW Drive - Black ) 1 x Sound Card ( 3D Premium Surround Sound Onboard ) 1 x Network Card ( Onboard LAN Network (Gb or 10/100) ) 1 x Operating System ( Microsoft Windows 7 Home Premium + Office Starter 2010 (Includes basic versions of Word and Excel) - 64-Bit ) Dan Burke

I get the same thing, however it even happens when I try to do any task while running in x8 speed. I tried to step climb and as soon as I hit Alt. Intervention to initiate the climb...boom...frozen....Dan Burke

Yes This is very true!VOR/DME is simply a way to calculate a safe altitude at each reference point along the approach. It really is a visual approach as a VOR/DME would not ever be rated for autoland. I think the reason its giving you a 40ft. difference is also because the 737 NG has a 50ft Minimum max. If you don't see the runway by 50ft you would conduct a go around, unless you were on a CAT3 ILS approach where in this case you could continue with the autoland as the ILS approach would be rated for this.~DAN BURKE~

Hello All,I just wanted to post that the GSX program from FSdreamteam is out and I've tried the demo at EDDM with the NGX and all I can say is WOW! What an enhancement to this beautiful bird! I would recommend everyone at least try the demo first, but I will be saving my money for this! Not sure if there are other products on the market with similar features, but the detailing and the pushback model especially are quite nice. The push back will automatically place you on the taxi center line! Just a great way to enhance an already amazing aircraft!~DAN BURKE~

I think you have to press "K" to unlock this....

I actually have the same problem and I don't have any add-ons for weather......I get rapidly changing gusts and wind direction...nothing seems to smooth it out.DAN BURKE