boeingflir

Thanks. Bruce

Thanks. I haven't updated the AIRAC for awhile. Definitely out of date. What do you think about the GRND PROX issue? Is that connected? Bruce Jacobs

Sorry, forgot to sign. Bruce Jacobs

I have tried it flying a full route, my usual test flight is EDDF-EGLL and I also have tried it with a full route and diversion back to Frankfurt. Since you ask, it makes me think of an unusual occurrence when I divert back. I select an ILS, usually 25L. The freq. and course show up in the upper left coroner of the PDF as it should, but no GS or LOC pointer and it won't it won't arm when I select APP. I have never had this occur with any of my PMDG add ons including the 737NGX or Level D 767. I end up selecting the 25L GLS and use LNAV/VNAV. Thanks for your help. It's annoying. Not your help, the GRND PROX.

Yes, beside the climb performance issue I also get a terrain warning 600agl. Mike had suggested that if I deleted the ARPT_RWY.dat file that would fix the GRND PROX issue. I just tried it again after deleting the file, loaded a new flight since I thought there was a possibility that loading a saved flight might be an issue, and no joy. It still gives me a PULL UP TERRAIN warning.

OK, it worked. She's flying like the real thing. I deleted the ARPT_RWY.dat file, restarted and I still get the Terrain Pull Up warning at about 600 agl. The only way to silence it is Terrain Override, or a go around. Tried it at both EGLL and EDDF. Frustrating. Bruce

OK, it worked. She's flying like the real thing. I have deleted the ARPT_RNWY.dat file, but won't know if that worked until I fire it up tomorrow. I ran out of time before I could fly an approach and see if the GPWS warning went away. Bruce

OK, I'm back and my "expert" is coming over tomorrow to fix this. I'll let you know. It sounds easy. That said, to Mike 777, funny! I've tried to expose my weaknesses and still maintain some self respect. I am a Mac user in my "real" life and I consider anything beyond the desktop to be plunging into the bowels of the computer. I remember being walked through installing Kai Tak in the PMDG 747 and I couldn't believe it when I was instructed to actually delete 5 lines of text in a file and replace it with text he had provided. Thanks for all the help. I'll report a, hopefully, happy ending. Bruce

OOPS! Forgot to sign. Bruce Jacobs

Thanks again. Unfortunately I have to leave town before I can get the guy who knows what he's doing over. I'll give an update in a couple of weeks.

OK, I have not gone into FSUIPC yet. I thought that I'd make one last desperate attempt to solve it without digging in. I am not too conversant with the bowels of the PC as in my real life I'm a mac user, but I have an expert on hand. I have all my settings so getting my few a/c back up will not be too hard. I have 737NG, the 777 and a Level D 767 all set aircraft specific and I'm working with the 777 now. I know what I'm doing with FSUIPC in programing the a/c. Thanks again for all the help and I'll give a progress report. I don't have time to work on it right now.😎 I thank everyone for their input. Bruce Jacobs

No joy. I deleted all flap setting from FSUIPC and programed flaps through FSX options. worked fine mechanically, but still stalls at 0 flap man. speed. That's on all versions, all departures.

I'll check the flaps first. It is logical since it does seem to happen around 1 degree flap maneuvering speed which would be just the LEDs, but the brains of the system won't let it go above that speed if it thinks they're down. Even the old 757/767 did that. Hard to believe those are "old." Of course the 727 you could keep accelerating until you tore the LEDs and trailing edge flaps off the airframe. Those were the days.

Thanks to both of you. I'll get under the hood soon. I know the introduction makes the case for not using FSUIPC but rather programing everything through FSX. Is that true?

I am having a perplexing problem. During departure the aircraft just kinda dies performance wise around 3400'. This happens with no altitude restrictions and 12000' or 310 in the altitude window. I have the thrust reduction altitude at 1500' and acceleration altitude at 3000' for a close in noise abatement departure procedure. The climb is normal until acceleration altitude (I'm in Climb 1 at 1500'). At 3000' I go to flaps 5, after a 15 degree flap TO at 550 thousand lbs. and it just won't accelerate the way it should and rate of climb goes down to 500'/min. It will get to 0 flap maneuvering speed (about 230Kts) after an inordinate amount of time and distance. When I get to 0 flap man spd, bring the flaps up, it's in THR REF, Roll is LNAV and Pitch is VNAV SPD as it should be. Thrust is Climb 1 at about 89%. It does the same thing at Max Climb so that isn't the issue. It will not accelerate above about 230 Kts and won't climb. By accident I discovered that opening FSUIPC and them canceling it gets rid of the issue and the aircraft starts accelerating (thrust remains the same) to 250Kts and then starts climbing at 3000+/FPM. I have checked for conflicts between FSUIPC and FSX EXTENSIVELY. I have looked at it from the external view and the flaps are physically up and indicated up. No speed or altitude restrictions in the FMC. Everything else in this simulation works perfectly except, occasionally, on a coupled ILS to 9L at Heathrow I will get a continuous GPWS pull up terrain warning. The terrain is flat on final. Any thoughts, suggestions, or solutions? Any help is appreciated. Thanks you in advance. Bruce Jacobs

Well, I appreciate the depth of knowledge and adherence to the current ATC procedures as well as conscientious, safe operations in the airspace, but please remember, I'm just trying to get my virtual 777 working right. You should see me land on top of a departing jumbo if it's in my way!!! :-)

Budbud, Your suggestion got me thinking mainly that what you suggested was beyond my abilities, however I decided to turn around (50 miles NW EDDF) and see how it did in the approach phase. I was already at 3600'. Keep in mind that up to this point I had only made right turns with the heading bug. As I entered downwind for 25C I commanded a left turn for a 74 degree heading and it wouldn't turn. The bug would only increase heading. To make this long story and day a little shorter I had only used the simulation once since I set it up and I had the same problem with acceleration and altitude but never tried to figure out what was wrong. Now I realized that I must have made a mistake when I programed buttons and switches through the PMDG FMC menu and fsuipc. Specifically, for decrease heading I had used shift+A and that is a preprogramed key for cockpit view change. There must have been a conflict. It's all better now. You were definitely on the right track and I lucked out and intuited the problem when it wouldn't make the left turn. Thanks for sticking with it. Best regards, Bruce Jacobs

Hmmm, Just looked at it again. I tried going to FLCH, nada. I also notice that the pitch attitude is 2.5+ degrees nose down and Stabilizer trim is normal at about 2.5 units nose up. It doesn't make sense and has to be a sim issue. I ran the 737NGX yesterday with no problems and generally I know what I'm doing at least half of the time. Maybe I'll try a departure from another airport. That said, I have no add on airports or scenery.

Yeah, I was blasting off on my test route to see if everything was operational; it isn't. I also just realized that if somehow this was a system issue where the aircraft thinks there are some flaps extended and it was pushing against a flap limit it would give a visual on the PFD and probably an aural warning. Bruce Jacobs

Very good point, but unfortunately I am not using a SID. The MCP altitude window is set for a level off at 7000 and cruise altitude in the FMC is 310.

This is interesting. Taking off from EDDF rwy 18 with a right turn to NTM destination EGLL. LNAV and VNAV engaged. Weight 543.0lbs, Climb 1 is 85% N1. Flaps are retracted after a normal clean up. Acceleration and Climb stops at Zero Flap Maneuvering Speed which is 225 Kts. at 3600'. I think that the aircraft thinks that the flaps aren't up, but they are (visual inspection and indication). The FMC is calling for VNAV to climb at 250Kts. In real life it would continue climbing even if flaps weren't fully retracted, but it would not accelerate above that flap setting maneuvering speed I believe. ANY IDEAS? Thanks, Bruce Jacobs

Thank you Brian and Mike. Just as I thought. I understand that it all happens through the FMC in terms of climb power, thrust reduction (or increase). That damn N1 switch was so confusing. The light bar illuminates when it's in N1 mode, but other than that it didn't seem to have much functionality. :-)

Good work. The company that makes all the components for the 747 (FMC, MCP…everything) also makes the components to build a 737. I know that the cost is astronomical and the tweaking and labor seems endless for him, but it's something else when it's all working. It's "Life Size." It sounds like you are doing it right. I'm certainly not telling you anything that you don't already know, the 737 is so much more labor intensive than the new Boeings. The 777 and 787 are "automatic." They are smart and really know what phase of flight that they are in and where they are on the approach. Boeing has done a good job on standardization with checklists and procedures though. Thanks for your help :-) PS I've flown on RyanAir and Easy Jet. My daughter is in school in Edinburgh.

OK, that's starting to make more sense. I understand that unlike the 777 the auto throttles have disengaged on an engine failure and you have to set it manually. I was confused where the CON reference comes from. The 777 knows that it has had an engine failure and when you go flaps up, FLCH, CON is automatically annunciated and the ATs automatically set CON. I must have it wrong. This sim that he has, the 747-400, is quite a setup. Real Boeing seats (not 747, electric, but they are out of a 737) and I believe all of the components are made by a company in Canada). It's amazing with Boeing sim quality visual. No motion of course. Bruce Jacobs

Good Vern, getting closer. How did the PM bring up the reference bug for MCT (annunciated CON above the N1 gauges)? As I said above "My impression was that is accomplished by pushing the N1 switch on the MCP. The only other way to do it is press the N1 button on the CDU which will open the N1 limit page on the FMC and you can select CON there." Nice setup. I have a friend who has built a prosim 747-400. Thanks. Bruce Jacobs You have to have a reference to set right? At TO the bug is referencing whatever your take off thrust was. How do you get it to reference CON. Bruce Jacobs