MikeGroven

Of all the posts ever made in this forum, this is by far the most valid and salient. Ever. :) Keeps things in perspective!

I am seeing the exact same thing post SP1. I've pretty much given up hope that this will ever be fixed. Others on this forum swear that SP1 completely fixes the excessive floating tendency on their installations, but for whatever reason I do not personally experience any change in this flight characteristic at all. The autoland system floats, yes, and if I use precise technique exactly as described in the FCOM, I float too in exactly the same way. I'm currently experimenting with using the .air flle from my copy of Ifly's 737 add-on as a replacement for the PMDG one. There is hope!

If only things were that easy..... :) Again, I'm seeing absolutely no difference in the floating tendency with SP1. I have no idea why others here have a completely different experience with SP1 than me, but oh well. I see close behavior to the FCOM only if I reduce calculated Vref by -10 knots. I would conjecture that PMDG is still using the wrong airspeed charts for their flight model as was previously discussed in eariler threads on this forum.I really have no desire to use the NGX further unless a third party is able to improve the flight model. That's not too likely to happen though.

Well, I'm scratching my head here guys - I did a full uninstall/reinstall, then SP1, started from a fresh .flt file and I'm seeing absolutely no change at all in the exaggerated floating tendency whatsoever. I just did a full uninstall now and I think I'll get more enjoyment from the extra hard drive space than anything else, ha. Glad you all have been successful with your own personal endeavors though!. I think I stick to flying the A2A planes on the desktop sim.

Hi Martin,Thank you - I'm beginning to suspect my install of SP1 hasn't replaced the .air and .cfg files properly with the latest versions. I'm going to do a full uninstall/reinstall and will try again. I agree with you about Colonel Scott's background though and I have enormous respect for him.

Bob, I'm still very much experiencing the excessive float during landing flare post-SP1. I've pretty much given up hope that PMDG will ever properly address this issue unless they bring in new talent to the development team at some point in the future. Not trying to be overly negative, but this just seems to be the way thing are unfortunately. Perhaps a community-based flight dynamics team could be given the chance to fix the .air file if PMDG has no objections? At any rate, I have no real interest in further investing very much time at all in the NGX if it cannot be flown properly in the landing phase. The visuals and systems modeling are really nice though.

Some of us don't really mind terribly if you don't sign your name; I mean at least a few of us here are still non-uptight individuals (ahem). :) I just think it's rather rude to chastise someone like that, rules or no rules. I wonder who made that guy the forum police anyhow?Remember too that rotation speed is the speed at which you apply back pressure on the yoke and rotate the aircraft to a takeoff attitude. But this is not actually the same speed at which you'll leave the runway and begin flying. The military parlance for the speed at which the aircraft actually becomes airborne is called the "unstick" speed, and this can be 10 to 20 knots above rotation speed on average, depending on the aircraft.

This is impressive! Very much worth the wait I'd say.

Robert,Things would be so much easier for you if you simply published a tenative change log, and then never announce a release date or estimated release date. PMDG has never, ever met an estimated release date that I'm aware of :), so announcing one is rather futile and leads to inevitable frustration for your customers here.

+1

Most modern larger transport catagory aircraft have both tiller controlled nosewheel steering and rudder pedal controlled nosewheel steering. The tiller controlled NWS allows a substantially larger deflection of the nosewheel for tighter turns during normal taxi operations. Rudder pedal steering facilitates a much shallower nosewheel deflection and is used on takeoff roll to maintain centerline until the rudder itself becomes effective at average speeds of around 80 knots. In the military jet I fly for a living, we only have rudder pedal NWS, and this has to be manually engaged before taxiing via a switch on the control stick. We keep NWS engaged during all taxi ops, and then during takeoff roll at around 70 knots IAS we manually disengage the NWS and use regular rudder control thereafter for directional steering.

Jim, I'm assuming you have a commercial interest in P3D, or at least a potential commercial interest at some point in the future? I find it rather hard to believe a regular paying customer is happily endorsing increased costs for the end user (as opposed to the one-time price for FSX).

I was personally disappointed that PMDG didn't win the Reader's Choice award this year with the NGX, but not really altogether surprised. Unfortunately, PMDG have been somewhat plagued with activation problems, program crashes, errors with some aspects of flight modeling and systems behavior, etc. These types of issues chronically pushed backed the release of hotfixes and the eventual Service Pack, along with the SDK. Mainstream customers who experience ongoing problems with their installations tend to get disaffected by such delays over time and will naturally migrate to competing products if such are available. I certainly understand the complexity of releasing a product with the detail and magnitude of the NGX. It's unrealistic to assume that any undertaking of this nature this will be completely error free at release time; however, I believe PMDG could have perhaps organized beta testing in a better way as to have detected many of the current problems before the initial RTM.