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  1. PatrickWarner

    PMDG 777 Triple Screen Config

    Hi all, I have just purchased a copy of 777 from the PMDG website. I am just wondering if I will need to do any special setup or get any special files if I am running a triple screen setup in nvidia surround mode? I ask because I remember that when I bought the PMDG747 package, I had some problems to use some of the instruments and controls and I had to get PMDG to send me some special instrument configuration files. I seem to recall that the 777 only has a virtual cockpit and no 2D cockpit, so hopefully this should not be an issue. Is that correct?
  2. Hi all, I am starting to use VATSim with PMDG 747-400. I'm wondering how to I switch between Com1 and Com2 as the active radio and/or hear both radios at the same time? Just to be clear, I know how to flip between active and standby frequencies so that is not a problem. What I want to do is switch from Com1, Com2, and Both. I think in default aircraft in FSX there is a button you can switch to which Com radio you will hear (or "Both"), but in PMDG 747 I couldn't figure this out and the manual doesn't seem to tell me either. Also can I control which of the two com radios I will transmit on? Whilst we're about it, is there a way to change the balance of the voice (coms) channel versus the background sounds in the PMDG aircraft? I am finding that the Vatsim voice communications are difficult to understand because of the background cockpit noise. TIA for any help Patrick.
  3. PatrickWarner

    Hydraulic Pump 4 to Aux why?

    That's true, but pump 1 is pneumatic and is left on, and as I understand it, pumps 2 and 3 are also pneumatic sometimes depending on customer options. However, I guess an aux electric pump will continue to provide hydralic brake power even if bleed air is in short supply due to engine start.
  4. PatrickWarner

    Hydraulic Pump 4 to Aux why?

    Good point. The on setting also says "pump runs continuously", whereas the aux setting says that the auxiliary pump of system 4 runs continuously. There should be air available from the bleed air from the APU by the time you are pushing back, so it's still not 100% clear. I can only guess that the aux pump somehow prioritizes the brakes to be sure that they will work during pushback.
  5. PatrickWarner

    Hydraulic Pump 4 to Aux why?

    FYI to all - I was able to dig out my old copy of the 747 manual from Hardy Heinlin's PS1.3 software (old DOS simulator for 747-400). In this it says that the aux setting causes the demand pump to operate continuously and not only when there is a demand for pressure. The implication of this I guess is that if it is in auto, the pump will only start when it senses that there is a demand for pressure. If the pilot hits the brakes and the pump is not running, there will be no pressure, and by the time the demand pump kicks in it will be too late.
  6. PatrickWarner

    Hydraulic Pump 4 to Aux why?

    Hi Werner thanks for your reply. This is somewhat helpful, but I had already read that thread, and whilst it does provide some useful information, it still doesn't seem to given a definitive answer.
  7. Can anyone give the true background reason why hyraulic demand pump 4 needs to be switched to Aux, rather than auto, for pushback? I was puzzled by this, because from what I read in the manual, once the APU is running, the demand pumps can be fed from the APU, so why not just switch pump 4 to "auto" like all the others? I have read a few contradictory answers to this but nothing that fully explains it. It's clear that the Aux position provides power to the brakes, and that the brakes are needed for stopping during pushback (is it normal to have to use the aircraft brakes during pushback or is this just backup for emergencies if the tow truck cannot stop the aircraft?). However the other things I've read on this seem contradictory. I've read that this is because the nose gear steering needs to be disabled for pushback, but this doesn't make sense because the nose gear steering is powered by pump 1 according to the manual, and this is in fact disabled by a physical device by the ground crew. I've read that this is because we want to keep the air supply for engine start, but again this seems odd because at least one (and sometimes three) of the other demand pumps are all air powered. So, if the pump 4 is switched to "on" rather than "aux", does this mean there will literally be no brakes, and if so why? (and why wouldn't the alternate brakes kick in if the other pumps are pressurized?). My best guess is that the real reason for this is to make double sure that the brakes system is getting full pressure, and there is a risk that the APU can't provide enough full pressure to make sure the brakes are getting sufficient when the engines are not running. Can anyone confirm this? Finally, are the hyraulics actually needed before engine start, or do you start them before the engines purely in order to validate that the demand pumps are working? cheers
  8. Hi, I am running FSX in triple screen mode on a Nvidia GTX 780 graphics card in surround span screen mode, and running 747-400 with what I believe are the latest patch version etc. I am unable to use the 2D panel or other popup panels, because of the resolution I am using, and I often see the flashing hourglass cursor. I have read that this is because the simulation is trying to open a gauge or panel but cannot because of my high resolution. I have read somewhere in another message that PMDG can provide a special panel.cfg file for this. I am not an expert in editing panel.cfg file, and I don't know how to determine which particular entry or panel is trying to open. I have emailed PMDG support, but I wonder if anyone on the forum has such files? As a workaround, I am using the virtual cockpit which works brilliantly for most things, but for the overhead panel and radio stacks, and also some controls in the FO seat, it's tricky because when you rotate up to the overhead panel, the view gets twisted and distorted. I have found I can get a good view by selecting view mode / cockpit / Overhead panel from the menus. However I was unable to figure out how to set a single keypress to flip directly to this view. Same issue with the view "view mode / cockpit / radio stack". Does anyone know how to program a single key to flip to this view? Failing that, is it possible in virtual cockpit to "move around the cockpit" with some keys to get a better access to the overhead panel? Also, I think this probably would be solved the same way, but in the virtual cockpit, I often find the yoke is obscuring the FMC, so I have to flip (through the menus) to the radio stack to use the FMC there. Hope someone can help, as having to go through the menus to get to the view I want is reducing the sense of immersion (and taking extra time). I apologise if these questions have already been answered - I did spend quite a few hours yesterday trying to search for a solution to this but could not find anything that I fully understood. A couple of other unrelated questions regarding the PMDG tutorial: - Is "abort takeoff" keypress the same as "reset TOGA" - I could not find the "Abort takeoff" key to program in the FSX version? - Tutorial tells me to program the z key to be "Autopilot disonnect", but I thought the Z key would already do that in standard FSX anyway? cheers and TIA Patrick.
  9. Hi, Would I be right in thinking that using an analog controller to control elevator trim does not work in the PMDG 747? I am only just trying to get into big jets as I normally fly small prop planes. I usually have elevator trim mapped to an analog throttle lever on a Saitek throttle controller. This works fine in other aircraft, but in PMDG 747, it doesn't seem to work. It works fine when the aircraft is on the ground, but as soon as I take off, if I try to adjust the stabilizer trim, I can see the trim gauge juddering, but it keeps just returning to where it was. I am working around this by remapping the trim control to the rocker switch on the yoke, which seem to work fine in the 747. I guess some people will say this is more realistic to a 747 anyway, but the analogue control seems more realistic for a small prop aircraft. cheers Patrick.