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berts

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  1. If you consider opting for an ASUS RTX Graphics card instead of the MSI version it will be more compatible with your ASUS motherboard. For example, you will be able to use ASUS Aura software to synchronise the RGB lighting of them both. Their Strix series products also work well. Incidentally, Asus produce a separate WiFi card for this Mobo as you probably realise, although why you would want to purchase a motherboard without built in WiFi as standard intrigues me when this consideration seems to be a particular concern for you.
  2. The moral of this 'issue' is don't mess about with the aircraft's config file unless you know what you are doing! 🙃
  3. You should get a quicker response if you submit a support ticket direct to PMDG.
  4. Your reported symptoms have been caused by hardware issues in the past. Check your hardware configuration settings, because something is probably sending spikes to the AP. Alternatively, it might also be caused by a memory issue if you are using FSX/FSX-SE.
  5. It looks as though the Fault Module: "FSLOptions.dll" is probably causing your problem. Some Flight Sim Labs users have reported similar issues with this .dll file. Have a look at:- Good luck
  6. In addition to what Bob Scott has said, if you have ORBX GLOBAL VECTOR installed as well as other addon scenery files, then don't forget to run VECTOR's Auto-Configuration tool to scan your scenery.cfg file for conflicting airport elevations. According to ORBX, this should be done whenever you install, uninstall, activate or deactivate any addon scenery.
  7. It is the time required at a given weight to allow for sufficient cooling of the brakes before attempting another takeoff. This time period is required to ensure the brakes will have cooled down sufficiently after landing, primarily to ensure you are able to stop the aircraft safely in the unlikely event of a rejected takoff. See Page PI.28.9 and the table on page PD 12.6 in the B747-8 FCOM for additional information.
  8. Mark, It looks as if the relevant SDK file has been updated because it includes a whole EFB EVT section towards the end of the file (see the "PMDG_NG3_SDK_h" file in the LM\PMDG\PMDG 737 NGXu\SDK folder),. However, for some peculiar reason most of the document names, dates etc still refer to the older NGX aircraft.
  9. Hello Oliver, what I meant to say was that it is not a 'normal' hardware setup to have a Saitek Yoke with only two USB type throttle quadrants, simply because of the fact that the Yoke is supplied with its own throttle quadrant which has a round connector to plug into it's base (I appreciate it works through the Yoke's own USB port if you want to split hairs again). The vast majority of users will 'normally' need to purchase only one USB throttle quadrant if they want to fly a four engined aircraft with four independant thrust levers and two extra axis controls to work with the Spoilers and Flaps. I can only assume you have three throttle quadrants connected at the same time because you fly something like the Boeing B56; but unlike the B744 that aircraft isn't quite as 'common' - or is it? 😁 Cheers!
  10. Tony, If you are still having problems with your Saitek controllers even after Oliver Binder's help then I suggest you really should have a look at Spad.neXt. It is designed specifically to work with all of the Saitek/Logitech Pro Flight hardware (and others) and it is easy to configure how you want it to work for each aircraft type you have in FSX/FSX-SE, P3D or xPlane. There are also numerous online settings other uses have uploaded and you can easily load them into the program to use your self or modify as you wish. Having two independant USB throttle controllers isn't normal so I am not sure if they will both work together with Spad.neXt, although it is always worth a try. Otherwise you could always modify an exisiting one or buy a replacement one on eBay to plug into your Yoke's round socket. A powered USB hub is also a good idea because it can be used to plug all of your Saitek hardware into and free up other USB ports. .
  11. I believe there are videos on Youtube summarising the differences you are looking for and I think one of them was produced by Kyle Rodgers. There are too many differences to mention here, but you can always read up and compare them by searching on the Internet. For example, the PMDG B747/-8 has its own EFB which can be used to display Navigraph's airfield charts and it also comes with its own FCOM manual etc. It's a great addon.
  12. I must be missing something here. Why would a user need this particular EFB when PMDG's B747/-8 and their new B737NGXu for P3Dv4.5 both come with their own EFB? With a Navigraph subscription PMDG's EFB's work very well displaying airfield plates. take off and landing performance data etc. Yes, it would be nice if the en-route Jeppesen charts could also be displayed, but with Simbrief available for flight planning purposes and Active Sky for weather do we still need this separate EFB when flying IFR?
  13. The 737NGX and 737NGXu are two different products, so you can keep and fly both in your simulator. Just make sure any third party .ptp files you use are NGX liveries with the 737 NGX and NGXu liveries with the 737NGXu. There are plenty of NGXu liveries to choose from in OC2, but you can also create your own liveries for your PMDG aircraft using their paint kits, which are available to download from their website.
  14. The ">NO LAND 3" message means that the triple autoland system is downgraded and is no longer Fail Operational. However dual channel autolands (Fail Passive) are still possible with this warning present, but to higher weather limits. As you have discovered, this message will often appear with an interruption to the aircraft's normal electrical power supply. You can indeed navigate safely with only 2 IRS's working and no GPS, because GPS is not essential to navigate by. The IRU's fitted to the B744/-8 are very reliable and although it is possible for their Navigation accuracy to degrade over time if they do not receive any GPS or DME/DME updates, it is rarely significant enough to cause a problem in flight. You should only switch an IRS to ATT when it is called for in the appropriate QRH checklist. If you had looked in the QRH for the ">NO LAND 3" message you would have been directed to page 4.1. That was your first mistake! Switching the IRS C to OFF was your second and even bigger mistake, because it was the reason why you got the "IRS CENTER" message. Turning the IRS selector to ATT when it is not called for didn't help either , because you could have stayed at cruising altitude all day - even until the cows come home if you like - and you would never have got the Centre IRS to re-align and navigate properly again in this situation. You can only align or re-align the IRS's on the ground when the aircraft is parked.
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