philfab2

There is absolutely no reason why the real aircraft wanders around a VOR track, unless the VOR is just about out of range. The autopilot had 'Range Data Smoothing' in order to stop any wandering, and it did a good job. As far as needing an FMS for wind speed, rubbish. The VOR signal causes the aircraft to move further right or left the moment it starts to deviate from the centreline, and it doesn't care what the wind is, as long as it is not a rediculous speed. Phil McConnell

I'm almost too embarrased to add this request - I don't want to detract from the absolutely exquisite job that has been done to get this project up and running. I did mention this problem about a year ago and was told that it was all correct. I have agonized over it all this time - so here goes: It seems to me that the sound files for throttle position and RPM have been interchanged as the frequency of the sound reduces when power is reduced after take off, but does not change as the RPMs are brought back. I'm hardly God's gift to aviation, but I did fly DC4s for four years and the intensity of the sound reduces as you reduce power, but not the frequency, and this only reduces as you pull the RPM back. So after all the things you have got RIGHT this is only small potatoes, and I am still very appreciative for all you have done. Best regards Phil McConnell

Around 130k - which seems to work, but it flies down from 3000 ft to about 1500 ft and then just levels off or climbs. The model seems to have a very slippery grip of glideslope whilst localizer is perfect. I flew the DC-4 for four years, so I would like this to work. Thanks, Phil McConnell

DC-6 COUPLED APPROACH I have never been able to do an autopilot coupled approach to minimums. I have no trouble with the localizer, but when the aircraft descends through maybe 1000 ft, it decides to level off, or maybe even climb. My actions are as follows: Flying along with autopilot, and altitude hold engaged. Turn knob to select a heading approx. 30degs to the LLZ and positioned about four miles to glideslope capture. Disconnect altitude hold and arm LOCALIZER. When captured, engage APPROACH mode. Aircraft tracking LLZ as glideslope needle starts to move down. Glideslope captured and approach is exactly as it should be. As mentioned before, it will continue like this until out of the blue it decides to level off or even climb. Thankfully in my entire career as an airline pilot, I have never come across an aeroplane that does this. What am I doing wrong? PHIL MCCONNELL

Most of the answers are getting right off the subject. My question is about the variation of the pushback when the setup is identical - same gate, same distance, same turn still ends up at different positions.

I am having trouble with PMDG 777-300 pushback. Using ORBX scenery for YBBN and selecting gate 78, if I do say, 6 pushbacks using identical settings for the PUSHBACK page, the aircraft ends up at 6 different stopping positions. Am I asking too much for this to be repeatable and accurate?

Very nicely done. There's such a lot to cover, but you came out with flying colours (colors). A couple of points I noticed, having been an instructor for Boeing on the -300ER simulator, the beacon was not on with the engines running. You may choose to mention in further tutorials that as the 777 has three certified engine power schedules, and then each of these can be further reduced by the maximum reduction of 25%. I used to teach the guys that it is like having the choice of three selectable engines with assumed temperature as desired at differing weights. When dealing with the TAKEOFF page, Boeing usually go to page 2 first to set the three altitudes, and then back to page 1 for Flap, C of G etc. I noticed that you did not set the BARO MINS for Dubai during your setup for the landing, but as it was visual you probably intended to do it that way - I might have missed that one. Well, if that's all I could pick up, you can be justifiably proud of the job you did. There is only one thing that really bugs me with the model - and we cannot contact anyone by email these days, is the reverse thrust after landing. Boeing and Embraer did a joint video on the importance of selecting reverse as soon as possible after landing. In the real aircraft you would select reverse as soon as the main wheels touch down, and apart from the delay of the interlocks, reverse would be immediate. You certainly would have it prior to nose wheel touchdown. It appears that the model is programmed to prevent reverse until the nose wheel is on the ground. Is this something that could be fixed with updates in the future. It is now 2nd January 2016 and I have only just discovered your video. It may be that you no longer visit this site to view comments after so much time has elapsed. Whatever! Thanks again, Phil McConnell philfab2@gmail.com