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  1. +1 While I would like to see the DC panel, if ground power is available it should always be connected until AC power is available from the APU.
  2. Hi Paul- 1- Secondary engine indications is the first answer. For the rest it depends on the airline and what option(s) they purchased. Some operators who buy the full-meal-deal will use that display to show the break temp, hydraulic pressure and quantity, and flight control deflection. Most of the time this will be used during pre-start, pushback, and taxi. Much of the time the display is blank and a great place-holder for paperwork. FYI you can control what (if anything) is able to be displayed with the options in the FMC. 2- Yes, in especially older airframes you will see those switches in various stages of "off-center-ness." I would assume PMDG modeled that to be realistic. The master caution switch light in particular get a lot of use and pilots tend to be a bit "ham-fisted" with lights like that, so they will take some abuse over time. Happy Flying,
  3. The alignment procedure can take as long as 15-20 minutes if the airplane is confused at to its position enough. Just today it took 12 minutes for me. Once you have input the aircraft position in the FMC you can see roughly how long until alignment is complete. To do this go to the IRS panel and move the "DISP SEL" outer knob to "HDG/STS." The number shown on the left side of the display above the knob will provide an "estimate" of how long until alignment is complete. It is critical during alignment that the aircraft isn't moved or disturbed at all. The alignment process can even be interrupted by an overzealous jetway operator or a ramper contacting the airplane too aggressively. Only when this alignment process is complete should you see the "blue / brown" display we all know and love. Also note that one side can take longer than the other - - for example the F/Os side may align and display the blue/brown sooner than the Captain's side. The alignment process is not complete until both displays show correct visuals. Hope this helped shed some light on the alignment process. You mentioned that you hadn't dealt with this in the past - perhaps you weren't loading the flight in a cold & dark state so the IRS was already aligned? Thanks,
  4. Impressive! I have been unable myself to see the practical application of VR....until I read your post. Kind of seems like the future for flight sim, doesn't it? Perhaps I should put that home cockpit project on hold.........
  5. Hi Vaughan- I suppose what I was saying in my post is that I've seen this exact thing happen in a Lear Jet, Saab 340, EMB-120, 737, you get the drift. I do not think it's a problem related to the software coding, but how a high performance airplane deals with holding patterns with only one minute legs. I threw my $0.02 since I've experienced this on dark and stormy nights before. Of course, I've never been wrong.......
  6. I can only answer this from a pilot/operator's perspective, not a software engineer or developer. I'm also suggesting a technique instead of a procedure. There are three types of hold entries: direct, parallel and teardrop. In your case the FMC appears to have gotten confused (it can happen IRL) and you ended up on the "non-protected" side of the hold. The racetrack pattern not only depicts the hold course to follow but also the side the radial that you are protected from other traffic and terrain. In your video I would have moved to HDG mode and assisted the airplane in 1) remaining on the protected side, and 2) flying the holding pattern as published. Another contributing factor is the holding pattern charted is only 1 minute legs - traditionally when flying a jet I would request 5 mile legs to prevent the airplane from constantly in a turn chasing it's way to the holding fix. To change that simply enter "5" in LSK L5 and the holding pattern will adjust to 5 mile legs. That will be much easier to control. I hope I made some sense here - I have had this happen in the real aircraft and it really is a factor of speed/weather/radius of turn. I always say that instead of sitting there wondering where the airplane is going, tell it where to go. In this case HDG mode to keep it on track is what I would recommend. Once back on the course you can engage LNAV if desired. Blue Side Up, Matt Velure
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