vr1

Hi Mike, sounds as known Windows 10 issue. Access your Task Manager by right clicking the Taskbar, select the running process and try maximize by mouse right clicking. If this didn't fix it, you will find more solutions in this posting: https://answers.microsoft.com/en-us/windows/forum/windows8_1-performance/programs-appear-on-the-taskbar-but-they-wont-open/405a6ea8-377e-4ecb-b900-30c08bc1d8ef (I know, it's for win 8.1 but it also works for win 10 // especially Robert Aldwinckle's answer before you try the scan and repair tips). Helge

@Chas As workaround you can insert NV11 as destination airport via right click on the map. This avoids also the GCRPt-calculation issue. @Dave Via keyboard entered NV11 is recognized as intersection/waypoint rather airport. Apart from the wrong location there is no possibility to change the status manually into "destination airport". Well recognized if NV11 being used as departure. Helge

I also use Navigraph FMS Data and just checked, that I can select the OMIRO1F Departure in cockpit (P3DV3 - B737/PMDG). Can't check it for X-Plane but can't imagine different datasets from same provider for different add-on's.

OMIRO1F is SID for RWY21L LGAV F/H DEPs via NDB EGN and VOR TGG to intersection OMIRO (Navigraph charts index 4-90 and SIDPT 5-170 or JEPPESEN 20-3P) Helge

Hi mcpiloto, unfortunately your error report is too unspecific. Mantain [last cleared altitude] is often a problem of a wrong initial call on handover. In such situations please check in communication area how P2A recognized your speech and repeat your initial call a second time with the right grammar or use the SayIt feature. Without further informations and error reports (at least from the event manager) no way to analyze the cause of th occured CTD's. P2A provides several third party weather tools but I have no clue which one you are using. Apart from what it's a fact, that not for all airports (especially smaller airfields) METARS available. In these cases the active runway from your AI (SIM or 3rd party) can differ. The AIRAC update is a user responsibility. It make no sense to update only P2A-AIRAC but not the airplanes ones for the flight management systems too. Both should use the same cycle. If you have a AIRAC subscription no problem to update also P2A - if not, it's better to let P2A on one specific version so that you not need a subscription rather a single cycle update. Regards Helge

Number 2 for departure I often got due to AI traffic departed short before. But the issue was, that sometimes P2A doesn't cleared for take-off after separation time. This is fixed in the published beta 2.0.1.21.

I mean NavDataPro update ...

MindYearBeak, sorry, but apart from Dave's announced update, also with 2.0.1.16 I can't reproduce such error. No matter if I manually added the Approach or if I set the options equal to yours ... all automatically assigned waypoints are marked with the Approach identifier instead of "via direct" and furthermore no way to get not assiciated waypoints from the wrong transition or Approach into the ILS RWY 06. Maybe the exported flightplan from ProATC/X saved not only the main enroute waypoints and also the Approach? Please check it yourself and add your 4 waypoints (EDDL-MODRU-LNO-ELLX) manually without importing a flightplan and see what's happend. By the way, last revision to Navigraph charts ELLX was Batch 1637 at 16/02/25 ... that's included in P2A without further Navigraph subscription updates. Helge

MindYerBeak, your screenshot from the options shows that you checked the "AutoLoadRecommendedProcedures". But your second screenshot from your flightplan shows, that all waypoints marked as "via direct", so all of these points are inserted manually; not automatically by P2A. In this case you would find in the collumn of all Approach waypoints "via ILS-RW06-I06" instead of "via direct". Your manually "planned" Approach is wrong. It doesn't match the published charts of ELLX. DIK VOR is the right Initial Approach Fix (IAF) arriving from north followed by only 3 waypoints DIK18/WLU/ILE57. After passing D18 intercept the localizer beam short before WLU and at 5.7 NM prior to the treshold (ILE57) intercept the glidepath. In this approach are no waypoints like 10ILE or ILE10 as you show in your second screenshot. These waypoints (10ILE/ILE10) are from Approach to RWY06 via MOSET IAF - not via DIK. You mixed that. And by the way please have a look on your routing on the moving map ... how should this criss-cross ever been flown? And how should P2A give vectors or an approach when your last manually added waypoints are too close to the field? And also why you show only a part of the screenshot? The important part of planned (STAR) APPR are also missed as the below 10ILE following waypoints ... The stopped responding is a known bug related to the relatively new added Co-Pilot features; Dave is working on to fix it. To avoid these problems uncheck temporarily these options. Helge

So the squawk code 2000 wasn't correct; but I have no idea why you've got it on IFR. After handover to Tower on IFR arrivals ~ and that means you've got from CTR the clearance for STAR / ILS-approach or (depending on your config settings) vectors to final with the clearance to intercept the ILS ~ you normally should use a different phraseology. For the initial Tower contact outside ILS glidepath is a position report like "<callsign> at <current altitude>" sufficient. Tower will confirm with "<callsign> radar contact; continue ...". And then you later report "<callsign> established ILS Runway <number>" Tower will respond with the landing clearance. But the used term "... request full stop landing ..." is unusual on IFR flights in such situation. It's common for VFR flights or for the last landing after touch and go flight training. Maybe that's the reason. If you are unsure about the right phraseology for the situation you can use the context-sensitive SayIt feature to avoid communication failures.

Apart from IFR or VFR flight rules the transponders 3435 and 6402 are individual squawk codes during ATC controlled flights. 2000 is standard VFR squawk code in ICAO countries outside USA/Canada. It seems to me, that you are departed VFR from an ATC controlled airport. That's the reason for the instruction transponder 3435 during take-off under Tower control. After you leave the CTR you were instructed to squawk VFR (for this area of flying obviously 2000). Later you switched back from uncontrolled to controlled flight or airspace. Maybe you requested flight following or you got the new transponder code 6402 for landing on an controlled airport. It seems logical and okay to me. The second part ... no landing clearance/no answer for your request ... without further information (VFR/IFR/departure/destination/route or flightplan/did P2A recognize your request/grammar/phraseology ...???) no way to answer, sorry. Helge

Hi Rob, the TOD in the flightplan section is only a first rough calculation for your orientation, especially if P2A automatically assigns STAR or/and APPR or gives vectors to final (depending on your config settings). Consequently you can completely ignore the line "next waypoint: TOD" in communication area. It's also only for orientation. P2A internally calculates the descent regardless of that filed "TOD" and will instruct you to descend right in time according to your flightplan settings (GS/VS) AND to the published altitude restrictions e.g. at the STAR entrypoint (upper and lower limit). Normally no need to ask for a lower FL to initiate the descent by your own. On the other hand be attentive that there are different clearance phraseologies for the STAR. The instruction "cleared via [sTAR-identifier] ..." clears you only to fly the STAR route on your current FL and you need separate descent instructions. The opposite clearance is to "descend via [sTAR-identifier] ...". This instruction clears you to fly and to descend by your own via the STAR published altitude restrictions in the same manner like the ILS approach clearance also includes the descent to the published altitude at the FAF (ILS final approach fix) to intercept the glide. Helge

Hi Dave, the same situation while using OPUS weather engine. Flew two times LOWW-EDDT (300 NM trip). One time the inside OPUS reported EDDT metar was the whole flight not available for P2A via FSUIPC. But the other time P2A was able to read out the destination metar in a ~90 NM distance to final. On this flight STAR/APPR assignment worked well. On the other flight I've got the stepwise descent but had to flight straight to the field without STAR, ILS APPR or Vectors to final and without handover to TWR nor assigned runway. Thinking about two possibilities ... could it really be a "FSUIPC timeout problem"? Or is it possible that OPUS generally set up the weather only for the current range of view and as long you didn't reach that range to the destination there are no weather data available inside sim? Regards, Helge

No Dave, I didn't changed anything in P3D nor deviated/left the planned route nor tried to change the P2A flight plan. Flew in P3D the filed flightplan while P2A was paused as you suggested in post's #5 & 7 (intention to make a "break" and let the pc alone on long flights without ongoing frequency changes from P2A). I paused P2A in "EnRouteIFR_State" on CTR-frequency and after leveled out at planned FL + 10 NM and terminated the pause 40 NM before reached the TOD or ArrivalSetupRadius - still "EnRouteIFR_State" and also still in the jurisdiction from normal CTR not APPR. But after that break P2A wasn't able to synchronize the current position in P3D according to the P2A flight plan and ignored the meanwhile passed waypoints. Only the moving map shows the current position but ATC expecting me at the old one before I pauses P2A. Helge

Dave, tried it and didn't works. P2A loses the synchronization. Passed in P3D some planned waypoints but after I terminated the break in P2A I've got repeated "off-course" instructions related to the last as "current" registered waypoint. Reached the arrival setup radius and P2A announced STAR/APPR and instructed the stepwise descent but as long the "EnrouteIFRState" didn't changed the "off-course" instructions didn't stopped. Helge