starling

Hi Robin, Thanks for suggesting that the control does not function in the VC, I was a little concerned that the unresponsive yoke buttons were due to a fault in my set-up. This is the first time I've come across a payware sim that does not appear to include some means of manually setting the elevator trim via cursor directly in the VC. With all of my other aircraft I am able to set elevator trim via either the mouse wheel or by left clicking on a trimmer control of some kind (typically a rocker switch or a wheel). Why do I want to set the elevator trim in the VC? Well it's simple really - I just like to use the VC switches whenever possible. If it turns out that there's no facility for setting trim in the VC in the Q400 then I'll just continue to use my stick to manually set pitch when not using autopilot. Regards, Bruce

Swift and friendly reply from Majestic with an invitation to join the MJC Support Forum. Thanks for your help Aaron :smile:. Bruce

Thanks for your help Aaron - I'll give it a try. Regards, Bruce

Ok.......I almost feel embarrassed asking this question.....but.. After much searching the only elevator trim control I could find is on the yoke. Unfortunately no cursor is displayed when I hover over the yoke button to suggest a click spot and the buttons do not respond to my mouse left click or middle scroll wheel. Is there another manual pitch control button or pitch wheel that I have overlooked or is there maybe a problem with my mouse control? I use EZdok and have disabled the middle mouse wheel. My assigned joystick buttons work fine in controlling elevator trim, but I like to work via the VC whenever I can. All help appreciated. Bruce

I have the boxed version and am experiencing the same problem in trying to join the Majestic support forum - I just get asked for an "invitation code". How do I apply for an "invitation code" or could anyone tell me who I apply to for an invitation? Would really appreciate any assistance. Bruce

I plan to buy the J41 after the Easter break and was wondering if it included a facility to save the panel state - as with the PMDG 737NGX? Either way it won't influence my decision to purchase :rolleyes: . Bruce

rsvit - Just finished a first read through the FCOM's section on lateral navigation (starts page 11.31.13). Very interesting indeed - cleared up a host of questions about the "seemingly" cryptically named waypoint identifiers appearing on the routes I've been generating in my 737NGX test flights. Thanks again for your help rsvit. Bruce __________________________________ g_precentralis - Seems our posts crossed in cyberspace. Thank you for your help - your taking the time is much appreciated. Bruce

Thanks that's really helpful - I'll go check it out straight away. Bruce

I have been trying to relate the LEGS data displayed on the CDU to the various SID, STAR and ILS charts with (in the main) a fair degree of success. However I have been unable to locate a number of FMS LEG names (not sure of the right term here?) on the associated flight chart. In some cases I can fairly confidently guess the location on the chart but cannot work out how the LEG name is constructed. For example: Between DET and DAGGA there is a LEG called D015E that relates to a point on the associated SID chart called "D5 DET" (at 6000 feet). Why is the LEG called D015E on the FMC? Could it mean "Distance 15 nautical miles East of DET"? My main question is: Whilst in the above example I could work out the chart location using a bit of simple deduction, in some cases I cannot find any associated (named) point on the SID, STAR or ILS charts to match a LEG named in the FMC route. Is this "just the way it is" or am I missing something? Bruce

Petja - I'll keep that in mind - thanks. Bruce

Hi Rendi, Our last posts crossed - thanks for your suggestion. The NAVDATA/cycle-info.txt file reads: AIRAC cycle : 1303 Version : 1 Valid (from/to): 07/MAR/2013 - 03/APR/2013 Forum : http://forum.navigraph.com Data provided by Navigraph - www.navigraph.com This data is copyrighted and may not be used, recompiled, interpreted or distributed for any purpose without the written consent of Navigraph. The contents of this database is dated and must not be used for real world navigation as it is unlawful and unsafe to do so. Parser-Version : DFD v1.0 13.0306 © Richard Stefan Files parsed on: 06/03/2013 Bruce . . Hi Petja, Now you could be onto something there. I did change the flight date to summer. I'll try now using current date. Bruce ___________________________________________________________________ That was it Petja. I just set up a quick flight using today's date and the out-of-date "problem" disappeared. Thank you. I feel such a clot! Thanks for your help and advice everyone Bruce

Hi Bob, Thanks for your reply - it's appreciated. I purchased my first (ever) AIRAC file from Navigraph today so don't have any earlier files. I was very careful with the update process and all appeared to go smoothly. Other than the "NAV DATA OUT OF DATE" message all appears to be ok? The CDU displays the database date correctly as: NAV-DATA = AIRAC-1303 ACTIVE = MAR07APR03/13 OP PROGRAM = 549849-11 (V10.8A) Bruce

I've just installed the March 2013 AIRAC data purchased from Navigraph. However the FMC/CDU now displays a message saying that the NAV DATA IS OUT OF DATE. This is the first FMS database update on a very recent installation of the PNDG 737NGX. I was not getting this message before the update. I apologise if this question has been raised before. I did search and found threads describing this problem when the year changed (DEC-JAN) however this is not the case with my update. Is there a fix. If not is all ok if I just clear the message and carry on? All help appreciated. Bruce

Much appreciated! Bruce

***I meant of course - copy/backup the Carenado Bonanza V35B aircraft folder before making any changes (it only takes a few seconds). Bruce

Hi Foxtrot1, Well this is my understanding and it works for me (of course any mods you make are obviously at your own risk :rolleyes: ): FSX only requires/uses one .air file per aircraft so first off I renamed the original Carenado .air file to Carenado_V35_original.air and then copied Bernt Stolle's .air file (V35_ng.air) into the V35 aircraft folder. Bernt's modified aircraft.cfg file "looks for" a sim called V35_ng so the .air file must have the right name. I strongly recommend that you copy the complete aircraft folder to a backup location before you do anything so that you can easily recover to the unmodified aircraft if you don't get on with Bernt's modification. I'd be interested to hear what you think of the mods. Bruce

Interesting - Thanks for your help and advice. ....out of interest I installed Charles Owen's "ICE gauge" in the 2D cockpit of the default Cessna 172 (changed the gauge location on the panel - and it looks ok too). I found it works really well - first turning blue (ice on wings but manageable) then yellow (possible wing and tailspin stalls) then red (wing stalls likely regardless of flap settings etc) as progressively more ice builds up. Also the supporting gauge "logic" attempts to overcome FSX limitations by influencing the way ice accumulates on the aircraft in what I think is a rather clever manner. As vololiberista mentioned earlier, the download contains an excellent text file that describes FSX icing in general and explains the logic behind this gauge. For the test I used the same weather described in post #18 of this thread and had to really work hard to control the aircraft as I held it in the cloud ice conditions through to the RED warning. I'd post a screen capture showing the gauge but this forum does not appear to support image uploads. Bruce

As a last resort I used the FSX User-defined weather option to set up a 5,000 feet deep bank of cumuls cloud (2,000 - 7,000 feet) of type "overcast" (8/8) with (initially) Severe icing and (for a second flight Moderate icing). Temperature was set to 35F at ground level. Flying the T210m: As I entered cloud at 2,000 feet the ASI flipped to zero ( :lol: ) and subsiquently responded correctly to the pitot heater being switched on and off (several times). With the pitot heater now on (and the ASI working) I continued to fly in the cloud - interestingly (a first time for me) after some time the engine became sluggish to the point of stall as (I presume) ice began to accumulate on the wings and prop. Unfortunately I did not have time to explore further so I'll have to leave untill I get the chance for another flight tonight. So the good news is my T210 is reacting to the environment - it must be that I have been mistaken about the weather conditions that I'd assumed would cause the pitot tubes to ice up. Some further research required by me I think. Bruce

Just completed CEJ4 to CYLW using FSX real world weather. Temps were between +2C and -12C plenty of scattered cloud. After reaching an initial cruise altitude of 14,500 with no pitot icing I tried varying the altitude between 10,000 and 16,000 with no result. I then tried (about 30 minutes of) the same flight using REX (today's weather) with the same result. Tomorrow I'll repeat using the RealAir Beech Duke to see what happens. Scott - I know this is clutching at straws but..... could you tell me the file size and date of your T210M .air file (mine is 21/06/2011 15.21 (7KB). Bruce

Thanks for the link nololiberista. tttocs - Took the T210 up to 36,100 feet at which point no amount of fine manipulation of the throttle, props and mixture could coax another 100 feet. I was using oxygen :wacko: (thanks for pointing it out) but I suspect I was way above the point where O2 would make a difference (?). Scott - Now that is interesting - I've since tried flying from Reykjavik and St Petersburg in cold and moist conditions with no icing of the pitot tubes. I'll give your CEJ4 to CYLW route a try tonight and keep my fingers crossed at about 14,000 feet. Bruce

Thanks Vololiberista. I've been looking at how to edit the .air file and have got as far as loading the T210 air file into AircraftAirfileManager. At this point I don't know how to go about sourcing the 3 tables you mention but I guess a startpoint would be to check out the .air file of an aircraft that I know has a pitot tube that ices up - would that right. However I'm still some way short of having the knowhow to create the associated guage - perhaps you could point me towards a good tutorial? I agree with you about the importance of real icing and have recently downloaded (but not yet installed) a gauge (author: Charles "Dutch" Owen) that goes "some way" to simulating the effect - it can be downloaded from AVSIM as icev10.zip - I don't know if you know of it and maybe have an opinion on it? tttocs - I've tried several test flights with the T210 in an attempt to trigger pitot icing - including flying through high(ish) altitude cumulus (approx -5C) with no result. Initially I purposely left the pitot heater switch off with this aircraft to see what point it would be triggered. This flight was just a "fun" test to help me learn how to best manage the engines on climb and cruise at high altitudes - it became a bit of a challenge to see what altitude I could reach. The flight is saved at 30,500 feet and my intention is to see just how high I can take the T210 (realism aside :lol: ). Hmmm...I hadn't noticed the O2 port (are there controls too?) - I'll look next time I fly. EDIT: Now found the O2 vent plus control lever. Phil - I have the RealAir Duke (and the Turbine Duke). I love 'em both and fly them often.....and you're right, they certainly simulate pitot tube icing very effectively. Bruce

Thanks for the helpful link fppilot.

Yes, would appear to be the case - but then why provide a clickable pitot heater switch? There appear to be no pressurisation controls (well I couldn't find any) so I presume the "M" model didn't have a pressurised cabin? If so then the "real world" ceiling for this model of the T210 would be closer to 12,000 - 13,000 feet (is that right?). Bruce

Flight: London to Glasgow climbing to 30,500 feet (saved at this point), outside temerature droping to nearly -40C. In most if not all of my other aircraft, at much higher temps than this the air speed indicator flicks to zero indicating that the pitot tube(s) are frozen/blocked and prompting me to switch on the pitot heater. With the T210 this did not happen and the ASI still gave a correct reading - even at -40C! The T210 has a pitot heater switch but does not appear to be configured to respond to low outside temperatures. Is there an explanation - is this consistent with real-world T210 performance - or is there a (minor) bug in the sim? Out of interest, the purpose of this flight was for me to get experience of engine management while climbing to (and cruising at) high altitude with this aircraft. Bruce

Now understand the file relationships so mod installed and all up and working. Bruce