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  1. I have the same issue: recently installed the 737 NGX into my desktop & laptop computers, both running Windows 10 Pro, with the Fall Creator's update installed. Neither machine shows anything relating to PMDG in the Start Menu: no Ops Center, no Aircraft Manuals, nothing at all. I have tried a number of options to manually install these into the Start Menu, but they still do not appear. A little help, please?
  2. Thanks. As an side, this function is (correctly) enabled in the Aerosoft A320, so you can easily switch between the two.
  3. In the real world you will see both active & secondary databases: normally the secondary one is installed ready for you to select when the active one expires. For simming purposes, it is handy to be able to either select the previous one of there is a problem with the new one, or to select another source as there are always differences in the databases provided by the two source providers. Often, something that is missing/incorrect in one database can be found in the other.
  4. I notice that only the active nav database is shown in the CDU. Is there any way of viewing the secondary database, either the previous, backed up one, or one installed from another source, i.e. Navigraph & NavDatPro?
  5. Yes, the initial climb is STRAIGHT AHEAD to 750' (QNH). The GPWS occurs during this phase & clears once the gear is up & locked, i.e. no red lights. I have just experienced the same issue following a go around from an ILS approach to Rwy 33 at Birmingham, UK (EGBB). I have filed a support ticket via the PMDG website.
  6. On this occasion the GA followed a Cat I ILS approach to Rwy 23R at Manchester, UK (EGCC). The GA was commenced at the Cat I ILS DA of 449' (baro). I do not have any third party scenery installed. I have experienced the same issue following a GA at other UK airports, but have not posted before now as I wanted to make sure that it is a repetitive event. Needless to say, it has gone in the tech log :wink:
  7. Hi, I am getting a spurious GPWS warning during go-around: When carrying out a dual channel auto go around, I am getting an aural "Too low, gear" warning with a red PULL UP on the PFD after raising the landing gear. This is despite carrying out the correct procedure, i.e. selecting TOGA, Flaps 15, positive rate, gear up... Currently running P3D 3.3 in Windows 10. Doug Boynton
  8. I'm in agreement with 'roarkr': I'm located in the UK & have major problems accessing this site, as well as anything to do with AVSIM. An improvement in service would be very much appreciated.
  9. As previously posted, the A/T retards the thrust levers to IDLE at 27' radio, as signalled by the #1 radio altimeter. The A/T will completely disconnect 2 seconds after touchdown.
  10. I completely agree, no argument there. Safe flying :-)
  11. Well, it's down to company SOPs: some allow it, some don't. Some people worry that the A/T may kick in as speed reduces in the flare: in which case you can completely disconnect the A/T at a late stage of the approach, just prior to the flare. Having seen many instances of people getting slow during approach & go-around & subsequently exceeding flap limiting speeds when accelerating (when using manual throttle), I'm in favour of it. Doug Boynton
  12. There is a very good reason for leaving autothrottle engaged: speed protection. Yes, Boeing recommend that you should use manual throttle when flying manually, to avoid instability in pitch as has been mentioned earlier (the exception being during takeoff & initial climb, which is flown manually but with autothrottle engaged). With autothrottle engaged, it will prevent speed dropping below minimum manoeuvre speed, or exceeding maximum speed for the current configuration: this protection is lost when A/T is disengaged. An alternative technique is leave the A/T latched ON, but deselect SPEED on the MCP. The A/T now goes into ARMED mode & you control thrust by manually moving the thrust levers. However, should the speed reduce towards minimum manoeuvre speed during approach (or go-around), the A/T will become active again & add thrust as necessary, thus potentially saving your neck. Following a go-around, should the speed increase towards the current limiting speed, the A/T will become active & reduce thrust to avoid exceeding the current limit. I'm talking real world here, I've not tried it to see if it is modelled in the NGX. Doug Boynton
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