abasa12

Hey Dave, that's actually a good point. I'll try and find the file and see what I can do with it. Thanks! In the meanwhile, this is a picture in case it makes it any clearer...

Update : turns out it does this with a couple of other suspension bridges around the scenery too. Quite bizarre...

Hey simmers! Quick question apropos the late John Patch's wonderful VanPlus v3 scenery, specifically within Prepar3D v3. For any of you who know the scenery, I've noticed a heavy shimmering on the Alex Fraser Bridge (about ten miles east of YVR), which does not diminish with distance. For example, I can be lining up at YVR and still see it well off in the distance, the only scenery object present with the distance, and incredibly bright and shimmering. I have FTX PNW installed, along with its config option in the options menu of VanPlus. Having come at a loss to find any active forums for the scenery, I thought I'd ask here. Thanks for any and all help! Derek

+2 - I'd love to see Scimitars for the NGX , even if it is a paid, solely visual upgrade.

Simmers, I'm having an issue in the sim, and I've been trying to mess around with my settings to fix it to no avail. The issue is in the ground LOD, wherein anything more than 50 feet in front of the aircraft becomes super blocky and blurry. The attached photo is from FlightBeam KSFO, though I have experienced the same issue at other airports. As for settings, I've basically tried with everything on max, and nothing is fixed (full texture, mesh, tesselation, LOD, MSAA, FXAA, and texture filtering) to no avail. The texture LOD still remains abysmal. Any suggestions on settings to play around with that might fix this issue? Thanks!!

Too bad! Nice effect at any rate!

Sorry to dig up this old topic, but is there any progress on the disappearing shadows? Shadows were flickering on and off left right and center in V3, especially with TrackIR. Any settings to possibly change with REX4, my GPU or Prepar3D?

Any development on this? Still that GSX line when using de-ice for me in P3D v3, and nothing on it in the forums that I could find. Sorry to dig up this old topic

Great to hear - thank you Bryan!

Simmers, Having recently purchased (and fallen in love with) the NGX: Reboot after owning the legacy version for years, there were a few things I was wondering with regards to the 777. Specifically, if any of the new features rolled out in Reboot could be implemented in a future FS2Crew 777 update. Now, as obviously neither a real-world 737ng nor 777 pilot, I do not know the intricacies of CRM with regards to the 777, and these calls could indeed only be present in the 737, and not part of 777 SOP, though I imagine at least some of these are used by 777 carriers. These calls really improve the workload, flexibility of operation, and crew dynamic in the NGX, and I feel could do similar with the 777. These features/calls include: FMC-style configuration More advanced briefings (windshear/bird concerns, ETOPS, forced return, self-tracking, crew change, first leg, etc...) Fuel checks call from FO "cleared to close long taxi/short taxi" "Confirm execute" when programming the FMC "Clear left/clear on the left" when crossing a runway or entering the runway for departure Flight controls check responses (this may be a 737-specific item, I wasn't sure) Lack of gear up confirmation until 400' "Bug up" command "Set VREF plus 5" command "Cleared to release the cabin/cabin crew?" during climb "You have control" before descent preparation There are a few other things too though I believe those are company-specific. I only mention these because I've been told no 777:Reboot is in the works considering its newness, though with all the fantastic technological developments in the NGX department, I was wondering if any of that could be ported over into the triple. Thanks! Derek

Good to know - thanks! Thanks Dave! Good to know - I'll look into that.

Thanks! Is that the stars.dat file? Was wondering how to decrease brightness within, but I wasn't sure.

Sadly it's the case regardless of weather. I've had it do the same with clear skies immediately around noon as well :(

Sadly the landing lights option didn't work in helping the problem . Below are a couple pictures from the default Westjet livery to show what I mean. Both were taken during the day (in the external view the position light splash was not visible as it was in the cockpit). Top one is with the lights on, bottom lights off.

Hello simmers! Been having a tiny bug with the NGX, and was wondering if anyone might be able to help me shed some light on its cause. Whenever I look back at the wing from the VC in the day with the position light on, the winglet is completely lit up as though it is night. I don't see this from the external view, and have had the same issue in both FSX and P3D. The problem has persisted with multiple different textures. Does anyone have any ideas as to what I can do? Any help is greatly, greatly appreciated - thanks! Regards, Derek

Thanks Dave, quite good to know. Thanks!

Simmers and support staff, I recently purchased Prepar3D v3, and having flown around with it in the NGX and a few other add-on aircraft, I have to say I'm extremely loving it! There's only one thing that's been a slight bother, and this is the stars in the sim. I have HDR lighting enabled, and while my lighting config works pretty well during the day and alright enough at night, I find the stars to be way, way too bright. Reduced visibility in ASN helps this, but only to a certain extent. They're still even brighter than the moon, quite unrealistically so especially when on the ground at airports for which the stars are usually completely invisible or barely so. In addition, and I'm not sure if this is a problem I exclusively have, but the stars start appearing before night truly begins/ends. It looks rather odd at sunset or sunrise when the sky is still speckled with these stars. Thank you all very much for any and all help with this, it really is greatly appreciated! Regards, Derek

Could be - I'll try a few things and let you know if I'm still having troubles. Thanks!

FS2Crew support and simmers, Hello! I just purchased the NGX: Reboot after a transition over to P3D, and on first glance, it looks incredible. Systems depth is astounding and I am eager to experiment with it and see what I can come up with. Unfortunately, I've been getting a slight annoyance, and I'm not sure if there's any way it can be fixed. It seems pedantic, though for me it is rather distracting and I was wondering if there's some way it can be dealt with. The problem is in the looping of the boarding sounds. Now I understand that to minimize the size of the audio files, boarding sounds as such must be kept on a loop, though with the loud boarding sound volume, it's quite distracting every time the sound abruptly quits and then comes back. Is there any chance of either disabling the boarding sounds, turning down their volume, or maintaining them without them being cut out (eliminating the fade-out/fade-in)? At any rate, thanks for such a great product by and large, and happy holidays everyone! Regards, Derek

As stated, that hotkey sadly doesn't work for the attach/detatch module. Nor does any of the other hot keys I've tried to assign (keyboard or joystick).

It is indeed checked - made sure it was the same in the CFG too (1).

Simmers, Recently purchased P3Dv3, and am currently in the process of installing all of my add-ons. I have, however, run into something of a hiccup. I cannot seem to access Avatar mode. In the aircraft selection, under 'select avatar' it states there are no avatar objects available (there is no drop-down list or anything of the like). Same situation with all the other aircraft available. I have on numerous occasions tried to assign new hotkeys for the attach/detach, all to no avail. I thought EZCA may have been the conflict, but even after restoring all the camera/aircraft config files I couldn't select an avatar nor enter avatar mode. Any suggestions on what I can do? Any help is insanely appreciated - thanks! -Derek

Thanks Elaine! Glad you liked it!

Thank you very much! Thank you! Glad you enjoyed it . Thank you ! Thank you!! Thank you Imran! Glad you enjoyed it.

ANZ2 / NZ2 in Pictures Our aircraft, ZK-OKR, had already flown in from Auckland, arriving an hour prior to our boarding of the aircraft at around 2045z (1245L). The inbound crew had maxed their hours, and were to be spending the night in Los Angeles. Upon our entry into the flight deck, I started off by reviewing the OFP sent to us by the dispatchers in Auckland. Our cruising altitude was to be FL310, though we would be up to FL350 by the time we reached the Atlantic. The route was to be something of a straight shot from Los Angeles. After departing via the LOOP7 departure, our flight plan took us northeast to Las Vegas, before altering heading east, flying just south of Denver and Omaha, overflying Chicago, and passing just north of Toronto and Montreal. After passing the MIILS intersection in New Brunswick, we were to fly over Nova Scotia and Newfoundland, heading direct for ELSIR, the entry to NAT X tonight, which we would be flying across the Atlantic. From there, we would be turning southeast to head for BEDEK, the final filed waypoint in the flightplan, and the first intersection in the OCK2F STAR into London. Taking a quick look at the forecast, it seemed we would be landing on the 27s, presumably 27L. As my FO and I began our pre-flight flows, I inputted the flight data into the FMC, just as the departure gate was opened and the new passengers joining us started boarding. We were carrying a full load of 69,870 kg, and would be departing with just over 83,600 kg of fuel. I recorded the ATIS, and completed the FMC setup. Active runways for departure were 24L and 25R, and the temperature was sitting at 18°C. I got our clearance to Heathrow (t'was to be 24L for takeoff), and set up the MCP for the departure. Initial altitude was 5000', and according to the charts, we were to be maintaining our runway heading of 250° until instructed to turn left to overfly the airport. With no winds, we would be going with flaps 5, on a full thrust takeoff. We were quite heavy, so V2 was resting at 187kts. After finishing the checklists and making the PA, we were ready for pushback. We switched on the service interphone and contacted the ground crew. At 3 minutes past the hour (0003z), we began the push onto D10, the cabin crew arming the slides as we started to move. After disconnecting the tow bar, the ground crew gave us the go-ahead, and my FO started the engines. The flaps were slowly lowered, and we started our before taxi procedures. I put the controls through their full motion and set the trim for takeoff, while the FO completed things on the right side. With that, we were ready to go. We contacted ground, and they cleared us for the short taxi to the threshold of 24L. With that, we checked right and left, switched the taxi and turnoff lights on, released the parking brake, and away we went, slowly toying the GE90s forward just before 0027z (1627L), only ten minutes behind schedule. It was indeed a quick taxi, with the call from the cabin and the before takeoff checklist all within three or so minutes of beginning the taxi. We reached the holding point at taxiway V, and were handed over to tower for the departure. We were told to line up and wait, a Delta 777-200LR on a long haul of its own exiting 24R and crossing L. Once it had passed, we got the message we were waiting for: "New Zealand 2 heavy, you're cleared for takeoff, 24L." About ten seconds later, I called for takeoff, and away we went. I let the engines stabilize at 55% N1, before clicking TO/GA and hearing the two rockets roar to life. Even with our weight, we accelerated quickly, rocketing down 24L, though the high rotate speed made for a long ground roll. Finally, with the end of the runway fast approaching, my FO called for rotation, and we slowly nudged the control columns backwards, the nose rising and the wheels easing off the runway at 0036z (1636L). We gained altitude slowly, but as I eased the control column back farther, we started to climb faster and faster and faster. We got the call from tower to switch to departure, and so we did, wishing them a good evening as we kept the aircraft flying 250° and climbing. Departure kept us on the heading, but cleared us up to 13,000 feet. Eventually, with the winter evening light to the west, they cleared us left direct LAX, and so we turned, the light casting a brilliant glow throughout the cockpit. Soon, we were over to center, who cleared us up to our cruising altitude of FL310 as we overflew the airport, headed for London. The sun was setting behind us, and the last light soon faded away, only the lights of the cockpit and those of cities below for breaks in the darkness. We were soon past over to Denver Center, who handled us through their airspace. We flew through several other FIRs as we cruised on through the darkness at FL310, then FL330, then FL350. We overflew Chicago and Montreal, passing nearby other major cities as we continued our flight. (overflying Vegas at FL310) Finally, we were over Newfoundland, and it was time to set up for the Atlantic crossing. We got our clearance across NAT X via CPLDC, and soon we were over ELSIR, just northeast of St John's. We were set up for ETOPS 180, and should there come to be an issue over the ocean, we would be diverting to either Gander or Shannon, with the St. John's weather being well too far below minima for use as an alternate. The crossing across the Atlantic was actually pretty quick, what with 100+ knot tailwinds most of the way. We uneventfully passed our ETP somewhere west of 30W, and continued on through the night at FL350. It wasn't until we were approaching the exit for NAT X, well within range of Shannon, that we saw the first signs of dawn on the horizon. It started off with an orange tinge to the southeast, but soon came to paint the scene with morning light. It was in this light that we ended up having to apply a vivacious offset to avoid some thunderstorms which had quickly developed our past. Shortly thereafter, we flew over the Irish coastline, marking our first landfall since Newfoundland. We continued across Ireland as the sun rose, with the sky an azure blue by the time we had crossed into the United Kingdom. We contacted London Center, completed our descent briefing and checks, and began our descent approximately 30 minutes prior to our ETD. I made a PA to the passengers informing them of the weather and time in London shortly thereafter. We continued to descend, and with relatively light traffic, we were spared the infamous London holding patterns, and instead continued via Ockham to the ILS to 27L. Passing OCK, we had a nice view of the airport off to our left side, before we turned northeast as per the Ockham transition route. Before long, we had passed transition altitude, completed the approach checklist, and lowered flaps one. We turned north on a base leg, overflying London as we made the left turn to line up with the runway. The only traffic ahead was an Air France A319 on short final, though we didn't expect them to be a concern. As we intercepted the glideslope just west of the city, we extended the gear and lowered flaps 30. We flew through some scattered clouds, emerging into something of a broken overcast for our final approach. I called for the landing checklist, and we ensured all was set for our landing. Just below 1,000', I disengaged the autopilot and autothrottle, and proceeded to manually fly the bird in. We ended up a bit awry in late final what with the high winds and some engine control troubles, but these were trifles, all things considered. It was a stellar approach, and we landed just down from the numbers, braking with reverse and spoilers before exiting on N6. We retracted the flaps and spoilers, and began lumbering along taxiway A for taxiway L and, eventually, gate 242, as the cabin crew made the arrival PA. We slowly pulled into the gate and set the parking brake at 0939z (0939L), only fifteen minutes behind schedule. As the jetways began to move for their respective doors, and the cargo bay was opened to the ramp agents, as we finished up our shutdown checklists in the front and prepared for some much needed rest in a London hotel.