MeatServo

I solved it by uninstalling, deleting everything under \AppData\Roaming\Parallel 42\ChasePlane then reinstalling. It then asked me to transfer my presets over again.

I solved it by uninstalling, deleting everything under \AppData\Roaming\Parallel 42\ChasePlane then reinstalling.

I too am having this issue, and my presets did not transfer. Kept coming up asking me if I wanted to transfer on each launch, then restart.

Volumetric Nav lights do not line up with wing flex, and vibration. Beacon doesn't line up. I think the volumetric landing lights interact with the aircraft dynamic lighting making the effects too bright. Those are the big ones. The rest you won't notice too much, but they are out of position slightly.

I don't recommend doing it. Everything misaligned.

Should be super easy. Uses all the same callbacks going through the SDK for both. NG3 just has a few more added for the EFB.

NG's are interm. We have a deal to leaseback to Boeing for the MAX in 5 years.

Mash the TOGA button and FD's will come up with the FD switches off. Works on the take off too. Also gives you max TOGA thrust if you used a de-rate/assumed temp. Most of my go-arounds have been manually flown due to the fact that I primarily fly the 400 and the AP disconnects unless doing an autoland on the ILS CATII. I also like to hand fly from intercept in good weather so I manually set thrust and throw the AT back on around 400' at the same time we arm LNAV or HDG for the missed. Half our fleet go into HDG the other half go into GA mode. Slowly replacing the old 400's for 800's with all the same equipment. Can't wait for complete fleet continuity.

Even at max altitude you have a fairly decent range of speed and maneuver margin. I've had to hand bomb it from cruise a few times due to failures causing us to be non-rvsm.

http://www.fsxliveries.com/uploads/1/6/0/4/16049332/pmdg.737.800wl.air.canada.ver.2.2017.ptp

Leaving a disco is personal preference and can serve as a reminder. Prematurely closing off a DTW and leaving the aircraft in LNAV may cause a deviation from your clearance. Typically it involves embarrassment as the aircraft turns the wrong direction and the PF frantically engages HDG select to get the airplane turning back in the right direction. Typically if the STAR/SID includes a heading/vector, the FMC will include the vector and the disco can be closed off. The airplane will fly the vector leg in LNAV until the vector is either deleted or you have selected another waypoint to go direct to, etc.

Consider this. Are you using reverse thrust? Autobrake controls the rate of deceleration i.e. more reverse thrust, less actual wheel braking.

We have a saying: "We live and die by the FMI(FMA)" (Flight Mode Indicators) MCP is where you order take-out, FMA is where the food gets delivered.

I never never said anything of the sort. Try not to take it personally. I'm not here to argue or attack you or your company but rather to have professional discussion for our mutual benefit collectively as a pilot/flightsim group. I encourage you to start thinking of the "why" of procedures. Take a vested interest in your procedures and your airplane. You have the right to be involved with their development, improvement, and ammendment. This is part of being a professional and thinking like a Captain. Continual improvement and learning. Striving for the perfection we can never obtain. "Boeing is aware", and "my company does it that way" do not answer the question of why behind an SOP. I'm curious as to why your company does it that way. Maybe I can glean something from it to incorporate into our operation. Why are they ignoring Boeing's recommendation? Deviations outside the manuals, procedures, and manufacturers recommendations always need to be justified. Possibly it's a carry over from a previous design philosophy. My intent was to explain the logic behind Boeing's recommendation. Like I said, it's not a limitation but a recommendation. It comes straight from Boeing and experience with the airplane from multiple operators. I shared my experience when not following this specific recommendation. I have more examples of slow autothrottles, autothrottle failures, etc during my experience on the line with the '37 that I'd be willing to discuss with you that support this recommendation. My take is that if I'm going to ignore a recommendation I'd better have a valid reason. Going back to the PMDG sim, depending on how you have your throttle set up, you may not be able to override the autothrottle in the flare. I recommend disengaging it for all landings except an autoland for the reasons I have already stated.

For sure but my take is your company is ignoring a Boeing recommendation. Disconnect the AP and watch the thrust next time you fly an approach in VFR conditions. Most of the pitch corrections your going to have to make is going to be from the autothrottle, and it's going to have trouble keeping up. Ive flown theses things from T/D with the AT engaged in manual flight. It'll make the backend sick. Part of the cause with the Asiana crash in FSO was over relying on the autopilot/autothrottles. Left it in level change but in manual flight.