crazy voyager

We did have the discussion, and I believe we concluded that in the US you don't have to say anything, however in the UK you have to request permission to fly quicker than the speed limit (when one is imposed) before doing so. If that's not what we concluded (with regards to the UK) I have probably not been banging my head hard enough against the wall

London likes to put on speed when it's busy, but it'll either be a quite high speed such as 300 knots, or if they're holding nowadays they use a system with which they will slow inbounds down earlier (so they don't have to go intot he holds for as long) and then they will instruct 250 IAS during descent. It's very company specific though what the ECON speed is, there is as far as I know no general rule.

It's been working fine apart from the DPI scaling, I tried to turn it down in windows but I strain my eyes if I turn it down (since the text is quite small at the lowest setting and I sit far away from the screens) so I had to turn it back up again. Apart from that it seems to be working fine though.

What did you do to fix them? I get the same error, dual screen setup, still works though.

I like the theory in another thread that maybe the install for some reason has become corrupt,e ither due to the download or something else. Because so far it seems reinstalling windows/fsx isn't helping?

You are now the second person I know with this issue that have reinstalled, in your case FS in the other case everything, and it hasn't produced any change. The theory about the 777 installation being corrupt is interesting so I might give a reinstall of that a go next week. It won't be today since I'm doing longhaul in the MD11 :wub:

I did get a slight increase from this (on the ground from 8 to about 10) which brings it closer to being flyable, but not quite there yet.

I do agree with you on that, however I haven't given up on finding some sort of link. Most users seem to get out better fps of the 777 than the NGX just off the box, but some do get considerably lower frames in the 777 for no obvious reason. I know one of the other guys with this issue was going to try a reformat and if that works I might go down that road, but at the moment I don't want to have to spend horus on reinstalling a program that works well with several other addons (including the PMDG NGX, MD11 and JS41). It might be random, and we may all just have to reformat, but so far I'm not convinced either way.

I have a similar issue, the NGX works fine but the 777 just won't perform at a level where I can fly it. I know there are more users with this issue (albeit a small group) but so far I don't know what the common factor is. I would say it's because we're both Swedish but someone else with this issue is English so that can't be it

Indeed, I've now ventured down the road of trying to re-twek my fsx but so far it's nto going well. I went back to a clean .cfg file, the trike gave me 3 FPS! Just shows how much tweaking FSX needs to work relatively well...

So far for me this has been a disappointment. The external model performs well but in the VC I'm happy if the FPS bumps up to 10! In the NGX I normally get around 20, so my system isn't exactly high end to begin with but it's worked well with the NGX, MD11 and JS41. This time however the sim is performing at a level which isn't satisfactory for flight, which is a real real shame :(

I see what you're trying to do but I don't really see the need? If I want to self position I can just self vector myself using the map as a guide. If I'm worried about terrain etc I still need to follow the published procedures and then this is no good. If you don't want to self vector this is a usefull trick, but it's not something I'm going to be using myself.

That's basically it, but as has been pointed out it's not really an issue until ATC start stopping climbs and descents, but if we do we should be clever enough to restate the QNH if needed. In the UK the definition of transition altitude is the level at and below which the vertical position of an aircraft is normally referred to as an altitude. It actually says nothing about the time the pilots set their altimiter to the QNH, and as long as they don't bust their levels I see no reason to care when they set it.

I have to admit my attention did drift somewhat after about 90 minutes but still a very nice preview. I did think about some comments but they're not actually related to the aircraft but more other (ATC related) stuff around it so I'll just leave it there and say thanks

Yes they can, but not withotu prior permission from ATC. Something that was established a few pages back. This now relevant to the area which I know ie the London TMA. And yes a pilot shouldn't accept a turn into a mountain but if I as an ATCO turned a flight into terrain during vectoring through me not following the procedures I would not only lose my license but also face legal charges so all the blame doesn't fall on the pilot.

I take it you read my post below? Since nobody seems to know I'll try and see at work tomorrow if I can compare our ADS-B reciver with the one from FR24 to try and figure out if FR24 shows IAS or GS. I am fairly certain it is GS though considering the high speed readouts you get of hifh level traffic. In order words, showing more than 250 knots GS under FL100 means nothing, as speed restrictions are based on IAS and not GS.

Stand underneath a departing B747 and you'll notice that it makes quite a racket

I've only read the conclusion but to say "don't use flex" based on data entry error is not the conclusion I would draw. Data entry error can occur regardless of flex temp being used or not, the fact is thousands of flights use flex without any issues. Also to stop using flex temp would not eliminate the data entry problem, it would however increase costs for a very minimal safety increase. It would also increase noise pollution which is something the aviation industry has worked very hard to reduce.

I'm not sure what FR24 shows but most radars show GS and not IAS, however speed restrictions are based on IAS. My point being that you should be carefull in assuming speed based on the speed off a radar picture. Obviously if FR24 uses the IAS downlink from the mode S and not the GS donwlink then the above isn't valid when using FR24.

Excellent news! That also brings some hope that in a future service pack for the NGX we might see this function optimised. Thank you!

Awesome tread so far, looking forward to more! Jane you mentioned that the ability to show range rings, radials etc on the ND using the "FIX" page is once again modelled, have you experienced any reduction in frame rates and/or smoothness when using this option? I find it difficult to display more than one or two things in my NGX due to the reduction in FPS which is a shame because it's such a usefull feature to have.

No because they get it on first contact, 46:50 in. "VIR19 squawk ident there is no atc speed restriction".

That's alright, if that's what he said I will take your word for it I also got a reply from one of my friends who works in LTC and he said this: "The speed restrictions on SIDs apply to all aircraft. You have to request higher speed, even those aircraft who can't fly clean at 250kts." I think we can conclude that for the London TMA the 250 knots apply, but you may request higher if you need it. In other parts of the world different procedures apply, as Kyle has already showed us in the US you can exceed 250 knots without prior permission if needed. I do agree with the common sense however the proceduers now seem to be a lot more strict than they have been. One of the reasons controllers are only allowed to lift the 250 knot restriction in the London TMA in special circumstances is because it reduces the risk of catch ups.

That is correct but most instrument procedures still have speed limitations. These are usually to reduce the differences between relative speeds and to make turn rates more predicatable for controllers. With you on the frustration bit! I've also dropped a line to a friend of mine who knows more about this so we'll see what he says.

Yes my reference was for the UK, thanks for clarifying I have heard requests for min clean but it is usually in the approach world (instead of 220 knots some heavies prefer min clean). Also the london TMA now requires mode S and the enhanced mode S that most airliners today are equipped with allow ATC to view the curent IAS from the cockpit. This is also used to monitor speed compliance on a daily basis.