richardnobes14

Try somewhere between 3990 and 4500 kgs of fuel as the air distance between YSSY and YBBN is only about 350nm. And really? 5000kg reserve? The "normal" alternate for YBBN is YBCG and sometimes YSSY only 50nm and 350nm respectively away. 5000kg of fuel assumes that your planned alternate is something like YPAD or NZAA. No wonder you're struggling to climb with figures like that

What "FSX modification" skills are you talking about. Contrary to what you think the 777 was provided with an AIRAC file that is rather recent, far more recent than the 19 year old FSX NAV DATABASE. I'm not quite sure when all this "FSX modification" occurs. All I do (and probably what 95% of all users of this forum do) is download a new AIRAC every month with brings everything in the FMC bang up to date. No hard labour, no tinkering and no modification.

Well actually.............this isn't entirely true. The PMDG FMC derives all of it's data from an installation of an AIRAC cycle (Yes! even the one that came with the product for FREE!!) It gets nothing from FSX for navigation. It uses a series of files to get a list of all the waypoints, airways, airports and navaids. It gets NONE of this from FSX. The FSX default navigation database dates back to 1995. This means that the majority of airways and waypoints are nearly 19 years old. In simple terms this means they are about as useful as an ashtray on a motorbike. So despite your best efforts you will never "get the PMDG FMC to see the FSX world" Because everything the FMC uses comes from an AIRAC. The default FSX NAV info uses a completely different system that is designed only to work the FSX default aircraft, NOT to integrate with add ons. Unless you discover a way to use that wretched FSX GPS thing. The FSX NAV DATA has no way of communicating with any PMDG product because everything the PMDG aircraft needs is located in it's own little folder. I'm no expert but surely FSX NAV DATA could never be integrated because it's like integrating apples with oranges. The PMDG uses an AIRAC based system and the FSX system uses a series massively outdated files thrown together to give some idea of airways, solely for use with the inbuilt FSX flight planning feature. So please do yourself a favour and spend the $8 a month or whatever small price it is to keep the NAV DATA updated. Yes! they good people at aerosoft or Navigraph do all the hard work for you. All you have to do is download and install the little file. Magic!

Sorry to be the bearer of bad news but I link you have misinterpreted what PMDG mean by making a "Dash 8" It's a joke that many don't get. What they are actually making of course is the 747-8i (get it? DASH EIGHT)

You'll probably find that the advances in development/simulation that were included in the 777 will be pushed out into the NGX in the form of another Service Pack. I'd imagine this would be sometime after the 777 service pack is released.

Check your calibration settings using the Control Manager if you use a CH product and also review and recalibrate your FSX and FSUIPC (if applicable) control settings.

The config you have ordered might even be slight overkill but future proofed at the same time. even with my specs (and they are none too special) I get 20-30FPS (externally limited to 30FPS) at busy airports and always bang on 30FPS in flight. You should have no problems for sure.

I doubt there will even be a drop of information out SP2 until well after the T7 release

I could be wrong here but I'd say that the "removal" of the clock is more of a customer option rather than be standard across the entire new B777 fleet.

When no ATC speed is given the VNAV speed restriction can be cancelled and the aircraft CAN actually exceed 250kts below 10,000

Always remember to save your downloads. It will save you the hassle of using the extended download service. Storage is cheap!

Set a higher or the same altitude than you currently are flying at in the MCP window and then click V/S, you will notice you will be descending or climbing (depending on what V/S you set) as I'm sure you are aware of regardless of what the altitude in the MCP window is. Here's a made up scenario: You level off at 1,000ft after descending in V/S. You then forget to change the altitude in the MCP window but you set the V/S window to -800fpm. You will descend and the plane can do nothing to stop it and as you are flying a normal approach V/S you wont get any GPWS warnings provided that by 1000ft all gear and flap would be configured. If you take your eye off the ball you will could end up flying straight into the ground in particular circumstances, again which i'm sure you are very aware of. I was just raising awareness of that particular situation. But then properly monitored V/S has many a benefit, it's only when the simmer get distracted things go wrong. Especially when I have set +1000 instead of -1000fpm

Very nice! You have to love the whole Just Planes series!

I'm no expert here but I guess it depends on what sort of descent instruction was given: If the instruction was "Descend when ready to FLxxx" Then I would use the standard VNAV method, adjusting the ALT knob and pressing ALT INTV when given a new altitude. If however I was required to maintain a flight level for an extended period of time then I would begin to lose the VNAV PTH and further descending with VNAV would be in VNAV SPD rather than PTH, therefore I would swap over to LVL CHG set a the required speed and use speedbrakes if required to assist with recapturing the PTH should conditions and ATC instructions permit. If the instruction was "Expedite your descent or descend quickly" I would immediately use LVL CHG with a fairly high speed set in the MCP to put the aircraft into a "mini dive" sometimes putting out the speed brakes for a higher rate of decent- Again only if ATC and traffic conditions permit. Ahh V/S, well there really are no advantages to this because most importantly potentially lethal if not monitored e.g. It will fly you into the ground if you aren't watching your Altitude. V/S also sports no SPD or FLAP protection leaving you vulnerable to over-speeding your flaps or even stalling. I would only ever use V/S if a very specific rate of descent was required and only when closely monitoring the speed situation. For example dial in a 4000fpm descent rate and before you know it you will gaining a truck load of speed and will suddenly come to the realization that you won't be able to slow down in time for the approach and that you cant put the flaps or gear out because you are going to fast! V/S can be helpful in a CDA approach as it can assist in capturing the glide slope in the early stages of an approach but BE CAREFUL!

I only have an AMD Phenom X4 II CPU running overclocked at 3.6ghz with a simple liquid cooling kit. I manage to achieve (in the NGX) nothing less than 18fps on the ground at large, busy addon airports with AS2012 whilst in High- Res VC mode with all sliders turned up and once up in the air I never get anything lower than 25fps. It just goes to show it's not always your system specs that matter, it's the way that you install, configure and maintain everything.

So you're saying that you can just swap between MCPs?? Firstly, Why would you replace a brand new'ish Collins MCP with an older style Honeywell? And behind all of the pretty lights and dials wouldn't there be some hardcoded firmware and features that wouldn't be interchangeable between the two models?

Does this mean they can be if need be or that some are? Looks like i've trusted the above list too much, a quick airliners.net search of flight deck photos all seem to show quarts. Is this the same thorughout the whole fleet or do the earlier models use percent? Thanks in advance for clearing this up.

The Honeywell MCP is present on most of the earlier VX- models. The VY- VZ- and XZ- models are all fitted with the Collins MCP How do you know this? Is it that the earlier models use percentage and the later models use quarts? And why would Qantas themselves say otherwise? Upon disembarking the Qantas aircraft I was on just last week (QF663 BNE-ADL) I asked the FO what cost index they use. He replied "Cost Index 12"

The last few Qantas B738 flights I have been on have used a CI of 12

Do you use a separate FSUIPC profile for the 747?

Thank you very much for the info! Really helps a lot. Seems like I wasted my time watching many YouTube videos and looking at F/D photos when I could have just asked! :Shocked:

Set your Global Texture Size to maximum or close to it, that should get rid of those blurry panels. By clicking on something e.g. PFD, ND, FMC it will display a bigger 2D, resizeable and easier to read version of the display.

Try opening up the CH control manager and re-calibrating the yoke. It will also help you to find the Zero spot on the trim wheel, keep moving it until it the elevator axis centres. When I first started to use the yoke I wondered what that wheel was for until after playing with it each time I noticed all my controls were out of calibration even though I had not assigned the hardware trim wheel itself through FSX or FSUIPC. I soon made the connection that whilst moving this wheel it would actually affect the calibration within the CH control manager, passing on the affects into FSX and FSUIPC. After recalibrating everything I placed a small white line in the middle of the wheel itself so that I can quickly notice if it has been moved and put it back without a problem. Good Luck!

Your lucky! Just browsing through Google and I found this http://www.fspilotsh...2752692050bf623 Is this what you are looking for?

I really do try not to be, in fact it's great to see another person taking an interest in what is a fantastic simulation of a fantastic plane. What you might benefit from though is doing the tutorial flights, each from start to finish as well as consulting the manual for quick answers to any queries you might have along. It's how I learnt to do things (even after making so many beginners errors!) I wish you the best of luck with all of your future flights! Might see you around on VATSIM or IVAO sometime.