MarkJHarris

At present my day job is more of a night job. i'm currently an airline Captain with a certain UK airline. Lots of very late (or should that be early ) finishes. I commute to work from the World's most beautiful Island. Well, when it's not raining it is anyway! Just got my Single Engine Rating back too. the 737ng is a bit boring.... Mostly between Sim rigs right now. Just a joystick to play on. Too busy to continue design work for the next few months then I'll get back on it. 50 and still a big kid.

Did that first but no luck.

That's handy as my download for 1.5 is non functioning... Simply hangs at the login window.

Being a bit anal I managed it all. What I really meant to say was that Dovetail need to reach out to the best of the developers and work hand in hand to integrate and offer the dev's products as in app purchases. Everyone wins then. Think about it. 64 bit sim with integrated updated airfield info and a load of navigraph data. buy your updates in game via Steam. Good basic terrain with full on OBBX upgrade in app. Got a VR headset- it's integrated but the module is an in app purchase for th efull features. Etc. More sales for the devs, more integrated and bug free product for DTG. Win/Win.

OK. As an owner of a DK2 until recently, I've used Flyinside a lot and watched both the Oculus Runtime and Flyinside develop. I gave it away to a friend and am now waiting for my pre-ordered CV1 to arrive. The real benefit right now, is that if you can position HOTAS controls realistically, then once you are "inside" then it's not a problem at all. I have a pair of Cougar MFCDs in position and the HOTAS Warthog set and once I can get the joystick adaptors made up to give a nice throw and lower the box under my Knees then the Leap motion I have will be mostly redundant. To be fair, the leap motion is the weak point, and Oculus' own pointing device is even less suitable for simulation. A tactile feedback glove with a lot more accuracy that Leap Motion now offers is needed. Once you have that, and the software is written to allow the different tactile actions to operate various switches, then you're over the hill and away! Seriously, I like helicopters, fast jets and the occasional Tube..(it's the day job). The various layouts of controls I can deal with as I built up a tidy seat/table combo that is adjustable and with Saitek providing the other controls I can set up anything from an Airbus (WARTHOG throttles work well) BOEING and fast jet. The WARTHOG is only a liability with the F16 as there is too much stick movement. There are parts to fix that out there too. The combination of a rig to position controls and the Oculus/HIVE and Leap Motion or whatever places that will allow you to fly whatever you fancy whenever you wish. Roll on July for me. Having said that I'll be busy taking folks on holiday then so might not use it much till Autumn!!!

Flyinside is the key to making airliners just awesome on OR. Just saying... Have to wait to order mine as I'm totally skint now....

My old and my next company use rubber protective cases on the EFB ıPads. We have proper QRHs obviously, and I fly elderly 1998 vintage NGs and brand new ones and every age between. 950hrs a year, mostly 4 sectors a day and I can honestly say I use the QRH 4 times a year. (The Sim...) These 737s are very reliable! ...touch wood!

Same boat. My PC worked fine then after switching it off it just wouldn't restart at all. Nothing. I had a light on the GPU but nothing else. A bit of playing and it turned out to be the PSU. Corsair V1200. Replaced under warranty and first message I got was the overclock failed one. I'll check my pump and re-do the heatsink paste and see how it goes.

OK folks. Start saving. Track IR is a good thing, no question, but it's soon to become obsolete. Now, I'm currently testing FlyInside on my DK2. It's ok, but not good enough resolution to recommend. However, next March, CV1 will be released with twin 4K resolution and built in headphones and mic. More importantly, the folks at FlyInside are working on integrating Leap Motion into the sim. Look it up. It's more " I want this" than anything I've seem up to now. I have my mount and Leap Motion on the way to enable me to test the Alpha release as it is updated. No more worrying about monitors, eye movement or anything. You put it on, see hands as you move yours and should be able to map your controls and be able to operate most switches in VR. Full VR inside a PDMG or fighter will keep make FSX leapfrog other sims unless they integrate quickly. Look it up and prepare to want it!

Mike, For our early training we did many sessions on a fixed base, actually a full flight sim with the motion off- they charge less if you don't use it! I was able to fly it around with no problems and to be honest if you are smooth and accurate, the motion is not noticeable except for take off and landing. I pride myself on being a smooth operator, so if the stop margins are good I tend to bring power up fully without the AT then engage it, and also use AB2 and idle reverse if landing distance is ok to keep it smooth and gentle. I regularly get VGTD figures of 1.21 or less so.... Perhaps I should be flying BBJs instead. Anyway, the point is that lack of motion will not make it much less fun and I wouldn't spend a fortune or effort to get the motion running either. If you need F/Os then I'm sure there's a queue forming......It is s two man aircraft, so you Wife is best bet to enable you to spend quality time together... All the best and I hope it gives you the pleasure and release of your problems that you desire. (Will FDS be getting the EROS masks plumbed in? In your case it could be ideal!)....

Where I am I encourage F\O's to hand fly as much as possible. They seem to think disconnecting at 1,000ft fully configured is enough.... Hopefully I can get out of this place soon.....

OK. End of playtime. So, other than the message saying ,ALTİTUDE instead of ALT and the STEP line appearing when it shouldn't I can honestly say PDMG's programming logic is exceptionally good. You really can program your PDMG NGX with real world weather, the actual trip weights and performance info, MACTOW, derate, etc. and you will gdt the correct speeds and N1 figures, the right trim as well. Fly it and you get the correct cruise weight, fuel predictions and times as well. Ğther than the two little logc and spelling changes, it's close to spot on and rarely am I as impressed as I am with this add-on. Navigraph package is essential to go hand in hand with this. I'm (lucky) ugh... that we use LIDO as well. Well done Robert and the gang at PDMG. Bravo! Now I can get back to normal ops and not flatten my poor work laptop e very night. It gets very hot indeed trying to keep up.... One tip for all you guys and gals in ,SIM land. No matter whether we use u10.7, 10.8a. or u11 (this is just the version of the FMC software loaded into the devices, there are a whole host of options you can get- PDMG has them all and most of us do not!) what we all do is ever place our trust in the system. Yuu fly the 737 using appropriate automation. Spin737 will no doubt pop along and agree, but the NG itself is not especially nice to hand fly. The characteristics are probably similar to a Europa with long wing, a Spitfire with the tip extensions, etc. You stand under the wing and see the ailerons are lined up perfectly with where the wing tips were based on the No3 slat. There is a then a load of extra wing and winglet outboard of that. Typically at low speed 210kts, the aircraft in the turn will fall into the turn and you need out aileron to stop overbanking. At hight speed the reverse happens. İt is never really stable in roll. You need to practice a lot to be even half as smooth as the autopilot. I practice daily and am nearly as good. with 10,120hrs.... So, setupo the FMC accurately, use it but never trust it. VNAV path only really helps if you are ON PATH. At all other times drop a level to VS or LVL CHG and get back on path but at all times keep your situational awareness up and make it do what you want. Often the autothrottle puts on power just when you don't want it, for example. Let's say ATC keeps you high and you are above the path. Way above. I would go to VS when I get the descent clearance, set 220kts to keep the thrust levers parked and fly VS to close on my path with a higher speed then go under the path to allow the correction back to slow us to the calculated speed. Really,we spend the first year flying it on automatics to learn all the foibles of the systems. Later on we hand fly. If you are going to get the most out of it. I wouldn't choose to do what a lot of folk who post videos up are doing. Even Froogle makes me cringe sometimes... I recommend NAVİGRAPH, FS2CREW as well. These are not single pilot VFR machines. The Default MS 737 is perfect for that kind of silly buggers. You don't have to keep re-programming it when you bounce of the scenery either... Best wishes all. ( and no I will not ever post up a 737 Vıdeo on Youtube)....

Hmm. Tried to recreate your issue spin, discovered the answer...best PM you....

Today I am with U10.7 as well! Hmm.

I'll have to re-read your post then try to recreate it and see. I'll try tomorrow to see how u10.8a does. I'll not fly a u11.0 one for a week or so now but will let you know what it does. Meanwhile enough thread creep!

Indeed. I'm on a quick tour so using my company laptop so please excuse any weird text but i' using a Türkce keyboard snd it makes it very slow going...I'd shout that but I can't find the exclamation mark on this thing... Anyway. u10.8a. We have a fleet of 1998 to 1015 aircraft. 737-700, -800s and both SFP1 and SFP2. Some are 24K some 26K. We have Track up, Heading up, some VSD, some not. A real mix. Anyway. Firstly this would be easier if dumbo here could figure out how to upload pictures and video.... I can't so bear with me. NGX FMS is basically a full Gucci version with all options, mostly I see one or two of these but never all. We'll ignore u11.o for now, I repeat I'm talking purely of the core features of u10.8a. So, where is NGX wrong? (took nearly 5 minutes to find the question mark there! and now I've found the exclamation mark too!!!!!!! OK. So. on NGX you can force the cruise altitude above the MAX ALT shown top line. You can also do this in the real 737. Difference is when you put a higher STEP altitude in the warning is MAX ALT FL390 for example. But when you canvel the message or entre the ALT in LSK 1L ( even before EXEC) it will give the message (in NGX) 'RESET MCP ALTITUDE'. In the REAL 737 this message is 'RESET MCP ALT.' Otherwise it will give you a savings calculation and step point distance still if you put the unallowed number in LSK 1R. However, if the distsance to T/D is less than distance to step it will show UNABLE at LSK2R position. SO difference is actually only ALT instead of ALTİTUDE. simple fix! However, here's the logic eror part. You NEVER see the option in the cruise page of STEP climb at LSK1R untill you achieve Cruise. On my video I can't post up, I show both FMC, with one on CRZ page and the other on CLB page. At the moment our FMA changes from VS to ALT ACQ then the CLB page switches to CRZ page and the STEP and dashes appear. On a step cruise climb, when you initiate by selecting the new level on the MCP first.the CRZ page will show on the scrath pad the new altitude in full. Sequence- Select MCP from 37000 to 39000. On Cruise page with FL370 shown, the scratchpad will fill with 39000. Simply press LSK1L and FL390 will appear. If in FMC SPEED and VNAV PATH, with VNAV lit on MCP, it will begin climb. Alterrnately press ALT INT and the CRZ page changes for you. NOTE it will show MOD CRZ CLB until you execute them ACT CRZ CLB. The STEP function disappears. until you level again. This does not do this in NMGX, but does on ALL our various mongrel fleet. Hope that helps. I have a bunch of pics and luckiky it's a monochrome old MCU so you can see the NGX ones in magenta and not on the real one. Once I can post them I will. Hope that doesn't confuse more but shows that the difference is actually not as originally posted but that it is a message txt error and a logic change required to harmonise the NGX with reality. Sunshades would be nice too. Godsend on an easterly heading at dawn.... Oh, bugger RTFQ.... OK When you put a STEP altitude in that is above the MAX ALT FLxxx message, the real beast calculates and gives the step point distance and any fuel savings as normal, just a very long way away. So a NOW Step point is definitely a 'differnece' from the real aircraft and also from my parallel flight on NGX that gave a correct figure.....

Ouch. U10.7 still! U10.8 or 8a can fix this problem, however one issue it still has is if you select VNAV and are under the path it will hold 1000fpm descent and never capture. Once within 400 it's not bad but anyone who blindly trusts VNAV without keeping their SA sharp deserves the pitfall awaiting them! I have lots of good photos and a quick vid from this morning. 10.8a and having bought up the MGX on my laptop, ahem I was able to get real time views of any differences. More in a bit as I'm still not back at the hotel- but there are indeed a couple of errors in NGX that need fixing.

he he he. I was sleeping before so only just saw this. First aircraft came new from the factory with u11.0 in April. Not much different, but it introduces a second route option, and a few other differences and improvements I haven't found yet....

He He, mine isn't an NGX though. Just probably a 737-8HC if I'm lucky.....

I have plenty of time tonight and will need something to keep awake, my lovely employers have no idea of flight Time Limitations to be honest....

Well, I was flying TC-SBP a 737-800 msn 36672 this morning and can confirm this aircraft u10.8a acts as I stated. Also same in TC-SCD a u11.0 equipped aircraft. FCOM says: -Entering an altitude above the airplanes maximum certified altitude displays the error massage INVALID ENTRY -Entering an altitude above the MCP altitude but below the MAX altitude displays the message RESET MCP ALTITUDE -Entering an altitude below the airplanes maximum certified altitude and above the MAX altitude on the CRZ page displays the message MAX ALT (altitude). -The RTA prompt 9LSK 6R) changes to an ERASE prompt when a new CRZ ALT is entered. If you wish, I have a long boring run to DUS from ESB and down to AYT overnight I can play and take a few pictures to post... Mark Harris

I thought you mean the track lines, but not all airways are, quite often you get annoying kinks from waypoints quite close together.

You really cannot see rain at all until you get quite slow on the approach....just saying...

OK. The REAL aircraft will not do this. (You must have been pretty heavy at those altitudes...). If you put in 360 you will get "MAX ALT FL356" on the scratchpad at the bottom and a message alert. On the right where it says now on yours it will say "unable". If there is turbulence, you really do not want to go there.....Even in smooth air it's not comfortable. If you get slow, the drag exceeds the power to recover easily and you drop to the top of the manoever margin yellow line and the autopilot drops out. So, good advice from the line. In the example shown, you want to cruise at FL360 but are too heavy. Type in FL370 on the LSK1R and you will get a time and distance and a s/c drawn. When you get to this point, it's safe to climb to FL360. I would NEVER climb above the limit, or indeed above the Optimum except for a few hundred feet. You gain about 100ft Altitude capability in the cruise every 7 minutes by rule of thumb. This is a fault in the simulation logic. Period. That's with u10.8a and u11.0 airplanes also.

Wow. Looks a lot cleaner than mine. I have to share mine with many others and it gets a lot of hard use....usually 10 sectors a day....Seriously, I'm impressed you have the balls to invest so much into only one aircraft, OK, two.. Depending on the Air Con panel it's either 6/700 or 8/900... I just fly the things for a day job. I envy you.