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Everything posted by BeechPapa

  1. Have you tried reinstalling any of the effected planes? Did all the effected planes have GTN installed as a 2d panel? And just to make sure, you are pushing cdi to switch to nav mode, right? You probably know that if you own multiple g1000 planes but still worth asking just in case.
  2. Because 7 ate 9. You'd have to avoid popsicles your entire life not to know that one.
  3. lol No problem, glad you found it interesting. Looks like Milviz definitely did their research. Impressive.
  4. Very nice water! This authentic 1956 manual might be helpful and interesting to folks flying the F-86: http://aviationshoppe.com/manuals/f-86_flight_manual/f-86.html?pageNumber=4 Section 5, page 4 under Prohibited Maneuvers: "Inverted flight, or any maneuver resulting in negative acceleration must be limited to 10 seconds duration, as there is no means of ensuring continuous flow of fuel while in this attitude". There's also no snap rolls or snap maneuvers, and my personal favorite... "no aerobatics when bombs are installed". lol (There's a funny cartoon about that on section 6, page 5... gotta love these old school manuals.)
  5. I had major concerns that the high concentration of urban autogen mixed with the numerous freeware and payware airports in the area would result in bad fps and/or OOMs. I'd hate to see the entire LA Basin turn into the performance equivalent of FTX PNW's Seattle area, which has become a no-fly zone for me just due to the performance issues. Was really looking forward to this scenery since I live in Southern California. After waiting so long for such a comprehensive scenery package, I'll probably end up skipping it now. Bummer.
  6. That is some major depreciation. I can't think of any automobile that depreciates that quickly. That's cheaper than a lot of private jets, even used private jets. I wonder what condition this 777 is in.
  7. Not so implausible. https://en.wikipedia.org/wiki/4477th_Test_and_Evaluation_Squadron http://www.theguardian.com/world/2013/oct/29/declassified-area-51-soviet-aircraft-cold-war Nice shots!
  8. VNAV has nothing to do with the autoland functions on aiplanes equipped with that capability. Autoland is an approach mode function, and relies on the two radios (PF's & PNF's) being in agreement about the ILS data/signal, a radio altimeter with a certified degree of precision, and an inertial reference system to back it up. The VNAV or LNAV profile don't contribute to the autoland function, one is simply not related to the other. Since the GTN systems are ILS or LPV capable, they can indeed fly precision approaches, and as Bert mentioned... "it will put your plane on the runway". Probably without too much grace, because the GTN unit won't command the flight director to flare, and your descent rate would be on the high side... but it will get you to the runway. Also, Garmin started calling the VNAV function "VCALC" on the GTN. Probably to differentiate it from the far more advanced implementation of VNAV on the G1000 and to avoid false impressions of it being any more functional than a calculator. Used to be called VNAV on the GNS systems though, and you are certainly correct in regards to it not being able to control vertical path or speed during a descent.
  9. No problem. Yes, I agree it’s amazing how they modeled every little quirk. If you haven’t done so already, read the “details and quirks” section at the end of the introduction manual. Remarkable how much effort they put in to make the NGX as accurate as it is. Not sure what happened with the aural warning, but I tested this on my system and the NGX responds accurately. If you do not put packs or bleeds on, the TOCW goes off at about 10,000ft*. Shortly after the Master Caution and overhead warning light come on, along with the associated passenger oxygen light on the overhead. It all works as it should for me. *Edit: I should clarify that I meant the TOCW goes off at about 10,000ft cabin altitude. The plane itself should be at or close to cruise altitude when this happens. Normal cabin altitude for a 737 in cruise is about 8,000ft.
  10. Unless you as the pilot were aware of the problem and using supplemental oxygen, whatever happens to the passengers also happens to you. Without supplemental oxygen everyone on board would lose consciousness in a matter of minutes, and start to lose permanent brain function after 10 minutes or so if I recall correctly. You can look up "hypoxia" on google. There are many dangerous incidents involving hypoxia, especially with GA planes that have no pressurization system or manually controlled pressurization systems. There's interesting history on this issue with the 737 as well. You probably heard the TOCW at some point during your cruise mishap - Boeing never created an independent alarm/warning for loss of cabin pressure, they just tied it to the TOCW thinking pilots would be trained to know what a TOCW in cruise meant. On Helios flight 522, the crew wasn't trained to react to the TOCW warning going off in cruise, and pulled the circuit breaker to it, thinking it was a malfunction. They never put on oxygen masks, descended or attempted to target a pressurization issue - which are the proper steps to take with loss of cabin pressure according to Boeing's emergency checklist. Everyone on board eventually lost consciousness and the plane crashed. The FAA issued an air worthiness directive that instructed all 737 aircraft be retrofitted with an independent pressurization warning light. That requirement went into effect in 2014, after the release of the NGX, so it makes sense that the NGX being accurate for it's time wouldn't have that retrofit. Perhaps in a future update. There's an Air Crash Investigation episode on Helios 522: You can also search YouTube for "hypoxia ATC" and find many examples of pilots who become incapacitated or incoherent after climbing to too high an altitude or losing pressurization. It's a very dangerous phenomenon. Our bodies are not built to handle the environment at high flight levels, and when the miracles of science and engineering that make such things possible are taken for granted horrible events can ensue.
  11. Very interesting information. Hard to believe the 777 only has 12mb of memory and that the computers we all use are exponentially more powerful than the FMCs used to shuttle millions of people around the world. I suppose each is engineered to different failure standards, but 12mb does seem quite low. I'll try out your method of using the FIX page. I like the logic you use of assigning 1/4 to ICAOs and 2/3 to entry/exit/CRPs. I agree that actively swapping fixes over the length of a flight can help situation awareness. It does tend to make me pay more attention during the flight, and what segment I am on. 4 fixes in conjunction with RTE2 can do the job fine, but it would still be nice to see all the ETOPS data simultaneously on the map. And a larger zoom range to give more context to it. I got my numbers switched around a little. PFPX actually has 1652nm as the range for ETOPS 240 and ETOPS 330 range in PFPX is 2328nm. Sorry for the mix up. I recently flew ANZ3 KLAX-NZAA and tried to squeak by with ETOPS 240 instead of 330, and had the numbers backwards in my head still. Anyway, that is truly impressive. One of the few planes that exist that can fly from anywhere in the world to anywhere else in the world.
  12. Considering the fact that the 777 has been certified for ETOPS 330 (which PFPX gives a max range of 1652nm for) I am surprised that the ND's max range is 640nm in both MAP and PLN modes. On certain journeys there is simply no way to zoom out far enough to get a sense of perspective for the ETOPS range rings and the CRPs. It's also a bit frustrating to only have 4 fix pages available. If there are 3 ETOPS alternates with 2 CRPs you have to juggle which fixes get priority on what segment of the flight. Throw in your final destination alternate and possible approach fixes and that's even more juggling of fixes. It surprises me that an airplane specifically designed for long range flight, touted for its modern avionics and huge amounts of processing power would have such basic limitations. Do these limitations annoy real 777 crews?
  13. Similar thing happened to me recently: I believe I figured out what caused it in my particular situation. I saved the flight at TD with time compression enabled @ 4x and then loaded it the next day to finish it. I turned off time compression atleast 40nm before TD, and then used DES NOW about 10nm from TD but I kept getting into these uncontrolled dives. What solved it was hitting the "reset" button in the time compression options after re-loading the saved flight. After that, DES NOW worked just fine. The only thing I can imagine causing this is that certain VNAV calculations were still operating at 4x rate until reset.
  14. Press "SYS" on the center MFD. It's next to "ENG" for the engine display. If you only see hydraulic fluid and brake temp indicators, it's because the airline/livery you're flying didn't purchase an FCS (flight control system) indicator. You can enable that option under the PMDGSetup/Aircraft/Displays options menu on page 9.
  15. Thanks for the info, I'd be interested to see if the new approach data has the ILS listed after going into service. My only question is whether the ILS is going back into service, or going into service for the 1st time. Hm, interesting. It's definitely mentioned in the documentation you linked to, but vaguely. The SA requirement would explain why it would be in FMCs, but no public plates. I just don't understand why they'd be so coy about it. This airport has always fascinated me, and now even more so. Secret approaches only adds to mystery. I can confirm that FTX KEGE does have an ILS. I've been meaning to look into adex file for FTX KEGE because I had a strong feeling their LDA glideslope is off. The LDA takes you way too close to terrain, and at AIGLE when I should have been at 10,400ft I found myself at 9,800ft even though I was right on the indicated GS. After looking at the adex file I found KEGE has an ILS frequency at 108.3, also confirmed by the FSX map and approach course of 250. I have no idea what to make of this info, or even what the source of it was since there are no charts available. I also turned out to be correct about the LDA GS being wrong. It's listed in the charts as 3.8 degrees and FTX has 3.0 in their ADEX. The ILS is also listed as having a 3.0 degree GS, which considering the terrain around the airport I believe is probably wrong as well. The ILS glideslope might even be steeper than the LDA's. It would be simple to correct the ILS if the charts were available, but without them it becomes a guessing game. I'll probably stick to the LDA for now, but this ILS mystery certainly adds to my curiosity about this airport.
  16. That's what I though too. My pdf charts from Flightaware and the pre-loaded GTN750 charts only indicate RNAV (GPS) D and LDA/DME 25 as well. But the NGX FMC, the Majestic Dash8 FMC, and the GTN750 all have an ILS 25 available in the approaches list, each with an RLG or VOAXA transition.
  17. I always thought KEGE had no ILS, just an LDA approach for 25. Now I see ILS runway 25 approaches showing up in my FMCs. But I can't find a single chart for it. Kinda strange. When did they add an ILS to this runway, and does anyone know where to find charts for this approach?
  18. The joystick numbers and axis recognized by my ini file were completely different than that recognized by the Windows directx dialogue or FSUIPC. Windows/FSUIPC had my Yoke as j#3, and Rudder as j#2 but the ini recognized them as #1 and #0. In addition, FSUIPC reads the rudder axis as R, but the ini recognized it as Rz. It took a lot of trial and error, but eventually worked. My best advice is to keep trying different combos. You don't have to restart FSX between ini changes, just reload the aircraft. It'd be nice if Majestic worked on a more intuitive solution, like a configuration tool that sensed j#s and axis as you moved them. Till then, luck and ample amounts of patience are required for this config process on some machines.
  19. If a dll is causing the problem, you can find out by looking at the Windows event viewer. When the problem happens again note the time and search in the start menu for "event viewer", open it, look under the Windows Logs drop down menu for Application, and search for recent logs with red error messages - they are time stamped. Read tabs below for specific info about the error's origin. For many errors like uiautomationcore.dll or g3d.dll crashes, there is plentiful information about solutions, such as the link you found above.
  20. Yes, it does SIDs and STARs, and it can add ILS approaches to the GPS plan, but you must fly the final approach and glideslope using the radios w/ LOC mode active on the GPS. The GTN unit does have some features that help though, such as PDF charts for the US and chart overlay options in the display, and it also automatically places the ILS frequency in the NAV1 standby slot, so you don't have to type it/dial it in. Another big feature is inclusion of WAAS approaches with an LPV that you can fly just like ILS (complete with vertical guidance and much lower minimums) but with GPS enabled. The only downside to these WAAS-enhanced GPS approaches is that they are limited to US/Canada. No, there is no VNAV function on this equipment. It doesn't calculate altitudes, and it doesn't recommend cruising levels. It does, however have a handy VCALC page that will calculate your TOD and ideal descent rate to meet a specific altitude requirement at a single waypoint, like your IAF for instance. Nothing super fancy... still requires careful attention for altitude, airspeed, and throttle, but it works well and leads to a very predictable descent. Hope that helps.
  21. Can't stop flying the Dash 8 since the pro version upgrade was released. This is AUA903 LOWW-LOWI. Deicing at LOWW Entering Inn Valley. To be honest... this place terrifies me. Partly due to bad flashbacks of the NGX tutorial, and partly it's just a terrifying place to fly. Luckily, this flight is in beautiful weather. Capturing the LOC for rwy 26. Playing with my shiny new toys, still capturing the LOC. Stabilized in approach mode. Still playing with my new toys, even though the weather doesn't really call for it. HGS indicating LOWI's relatively steep -3.8° GS. PAPIs are visible, approaching MDA... time to get serious. AP disconnected, veering away from the offset LOC and bringing her in for landing. Stabilized on short final. The terrain page is so... red. The most depressing part of any Dash 8 flight... when it ends. Man, I love this plane. Wish I had more time to fly it. Hope you enjoy the screenshots. Happy Thanksgiving!
  22. Must have missed them on a previous update. Still thoroughly impressed. Even more so with the smoother controls, although figuring that out was kind of a headache. My Windows controller numbers were completely different than the ones recognized by ini file. All working now though, and she's even nicer to fly.
  23. I'm having a hard time understanding how this discussion became one about GPS rather than automation. Technology and automation are not synonymous. A discussion about modern nav sources or systems monitoring tools is not the same thing as a discussion about over-reliance on FMS, LNAV/VNAV, autothrottle, flight envelope protection, etc. I fail to understand what GPS has to do with things like maintaining proper airspeed, awareness during visual approaches, or habitual reliance on an FMS-coupled autopilot. These are subjects covered in the presentation, and they are still relevant and causing crashes today. Very few people would argue your points about GPS vs VOR navigation, but your points don't address the crux of Children of Magenta (over-reliance on highly automated systems) directly.
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