samdean

I'm trying to figure out how loud to turn my speakers to get a realistic level of volume for the 777 cockpit. Does anybody have any rules of thumb? Looks like you can get Decibel Meters apps... surely this could be used if there were some numbers on how loud things ought to be... Cheers, Sam Kharey

Hi guys, For the 777 I know there's the integrated standby instruments and the non-integrated (airspeed indicator, altimeter, and artificial horizon are all separate). It seems the non-integrated system was the original (found in the 777-200, 777-200ER, 777-300). I can see that PMDG would implement both systems in case they decided to develop these older models, but I wonder why it was left in as a configurable option for the -200LR and -300ER. Has there ever been a case (or airline configuration) which used the non-integrated instruments on the -200LR or -300ER? Anyhow, for my two cents worth: I would be happy to pay for the expansion packs for the older 777 models -- there's something about flying aging, broken-in airplanes that I enjoy (bring on the 747-400!! ). Cheers, Sam Kharey

I just downloaded the latest installers an hour ago. I can confirm the problem still persists in the -300ER (for some of the middle windows) but is completely fixed in the -200LR. Thanks, Sam Kharey

I'm running FSX on Windows 7 with a Nvidia GTX465 and I can confirm opaque windows on the 77L and 77W after a fresh install of the new updates. I also did a by-the-book uninstall. - Sam Kharey

I'm running FSX on Windows 7 with a Nvidia GTX465 and I can confirm opaque windows on the 77L and 77W after a fresh install of the new updates. I also did a by-the-book uninstall. - Sam Kharey

On a 777 flight, I used the FMC on the pedestal to explore the time compression feature. I clicked on one of the LSKs in that time compression menu and it crashed that FMC and the FO one (they just went black). Anyone experience this? Sorry if this has been already discussed, a cursory search didn't lead to anything. Sam Kharey

On a 777 flight, I used the FMC on the pedestal to explore the time compression feature. I clicked on one of the LSKs in that time compression menu and it crashed that FMC and the FO one (they just went black). Anyone experience this? Sorry if this has been already discussed, a cursory search didn't lead to anything. Sam Kharey

Thank you for all the replies. Sam Kharey

Yes, this is more or less my intention. Wondering if anyone has tried this and can weigh in. Thanks, Sam Kharey

Does PFPX have data for 77L? Does it calculate fuel burn for this aircraft too? Sam Kharey

I'm trying to understand how the PAX 77L should be loaded as far as cargo is concerned. When you select 100% load, certain values get delegated to forward/aft and bulk cargo compartments. However, you can manually enter values that are significantly higher... and then at some point the values turn yellow (but still the airplane has an OK center of gravity)... then only if you go higher, it says "Invalid Entry." What is the logic behind this interface? Moreoever, what I'd really like to know is: say I have XY.Z tonnes of cargo to distribute in the cargo compartments; any rules of thumb on how to do distribute it realistically? Thank you, Sam Kharey

Captains, I would like to apply an older AIRAC cycle of navdata to the 777 than was currently provided. (Why? I want it to match with some charts I have and flight planning software that uses older navdata). I have the following questions: 1. Is it possible to use an older AIRAC from the 737NG era on the 777? Will there be any compatability issues? 2. If I wanted to come back to the original AIRAC navdata that came with the 777, how would I do that? Can I run the installer and only install the navdata? Or should I make a backup of a particular folder before changing anything... and if so, which folder(s)? I'm obliged to any of you that can help me out. I am so eager to fly this remarkable aircraft. Regards, Sam Kharey

The gist of an approach according to the FCOM is something like: Before IAF, set Flaps 5 At "glideslope alive", gear down and Flaps 15 Just prior to glideslope capture, set Flaps 30/40 What I find is that by the time I've completed these steps, the runway is generally still a ways out and since I'm slow and fully configured at glideslope capture, it takes some time to reach the runway. It feels like I'm configured too early compared to real-world ops. My question is -- how closely is the above procedure followed in real life? In the spirit of minimizing delays and getting down sooner, I suspect that some of the flap extension (and speed reduction) is done later. I'm sure I've seen a cockpit video when the pilot called for Flaps 5 after glideslope capture. Any real world pilots or SMEs able to chime in? Thanks Sam Kharey

I feel that my explanation was poor, I'll try to redefine the problem and how I solved it better: I just installed that PMDG -600 and -700 and immediately noticed the following: - Main gear touchdown sounds work perfectly and at the right time (-600/700/800/900) - The nose gear touchdown sound, however, starts to play before my nose gear touches the ground; that is, I hear the "thump" of the nosegear touching down while it's still a few feet in the air - I fixed this problem by adding a 500 ms silence delay to the beginning of the 737NoseGearGroundRoll.wav file and it fixed my problem - Since this problem never existed with the -800/900, I probably have screwed up the timing for those plane, but that doesn't bother me Am I the only one who has experienced this? Regards, Sam Kharey

SOLVED: For anyone else experiencing this, I used Audacity (sound editor) to add a 500 millisecond silence at the beginning of the 737NoseGearRoll.wav file. This made the nose gear touchdown sync up with the actual touchdown; it worked perfectly for the -600 and -700, but I may have ruined it for the -800. Any one else experience this?

Gents - I just bought the -600/700 expansion, and have noticed that the nose gear ground roll sound an brief moment BEFORE the nose gear actually touches down. Has anyone experienced and have a solution? Steven - wishing you a speedy recovery back to health. I am a loyal "customer" of your amazing work - looking forward to all your creative output when you're feeling better again. Thank you, Sam Kharey

The category of aircraft depends on the the Vref (which of course changes depending on weight). Category A: Speed less than 90 knots. Category B: Between 91 and 120 knots. Category C: Between 121 and 140 knots. Category D: Between 141 knots and 165 knots. Category E: Speed 166 knots or more. Therefore, the 737-800 can be either C or D. Sam Kharey

Bogdan, Thank you very much - that was most helpful. Now that I know there are (three) different ways of flying the procedure turn based on the direction of arrival, can you advise how to setup the FMS to follow the required entry pattern? Thanks, Sam Kharey

Hi Billy, Please refer to the approach plate for runway 9 found on page 26: http://www.google.ca/url?sa=t&rct=j&q=eggd%20charts&source=web&cd=1&cad=rja&ved=0CC4QFjAA&url=http%3A%2F%2Fva-transaero.ru%2Ffiles%2Fcharts%2FEGGD.pdf&ei=YT8NUaP_BoaKjAK9koDYCA&usg=AFQjCNFxpgXYYV1ub6aq8pV1Y-UnFYAw1g Assume that my aircraft is situated due north of the VOR, and I am flying towards to VOR at say, heading 180 (south). How exactly would I fly the procedure? Do I overfly the VOR, fly outbound on radial 135, and make the turn to intercept course 270 back over the VOR, and then 284 to eventually join the ILS? If so, how do I set the part in red above in the FMC of the NGX? Thank you, Sam Kharey

Hi all, I have a procedural question pertaining to doing a ILS approach with with a VOR/NDB transition located at the airport. When you're approaching the VOR/NDB, you then fly the requisite "tear-drop downwind" and make a turn to intercept the glide-slope and localizer. What is the standard procedure for flying such an approach when flying the tear-drop leg requires a turn of greater than 90 degrees? Will the plane just manage the sharp turn? Or is there another way to do the approach (and if so, what FMC setup is required?) Thank you, Sam Kharey

Hello friends, I am noticing flashing when I change views in full-screen mode when using the NGX - I essentially see the view change to something else for a fraction of a second before it goes to what it should be. This does not occur in windowed mode. I have the ForceFullScreenVSync=1 enabled, and my my Inspector settings have vSync as application controlled. Can anyone provide any help? Thank you, Sam Kharey

Hello friends, I am noticing flashing when I change views in full-screen mode when using the NGX - I essentially see the view change to something else for a fraction of a second before it goes to what it should be. This does not occur in windowed mode. I have the ForceFullScreenVSync=1 enabled, and my my Inspector settings have vSync as application controlled. Can anyone provide any help? Thank you, Sam Kharey

Hi Howard, I started noticing the flashing problem yesterday. I already had the ForceFullScreenVSync=1 tweak added to my FSX.cfg and my Inspector setting for VSync is "3D application controlled" and I have also tired "Force off." In both cases, my problem is still there. One suspicion I have is that I tried adding a second monitor, and then decided against it - I wonder if adding this extra display caused this behavior. Then again, perhaps it was always there and I didn't notice it until then. In any case - any suggestions? Thanks, Sam Kharey

Hi Daveo - I'm using FSUIPC 4.8 (unregistered version) and I've made sure all WX settings are OFF. My typical ActiveSky experience was summarized in my flight today: - Before TOD, I checked WX on ActiveSky @ my arrival airport YSCB; wind was 330/5 - When ATC cleared me, they gave me RWY 21 (not 03, as one would expect from the winds) -- why??? - I decided to land on 03 anyways; upon touchdown I checked the winds in FSX: 034/01 - I checked back with ActiveSky - it reported exactly what was predicted the whole time: 330/5 -- why is ActiveSky not injected exactly what it reports? I hope you are able to suggest something. Thank you, S. Kharey

Hi guys, I've read the user-manual and searched the net, but I'm still confused and frustrated with getting Active Sky Evolution SP3 working in a way that I can predict and understand. I'll describe my typical flight and perhaps someone can suggest what options I should be selecting: - I generally fly 275 to 400 nm flights using the PMDG 737NGX - I always use the Active Sky cruise winds for my FMS entries - I always apply the descent winds from Active Sky into my FMS descent forecast OK - so as I fly, prior to TOD, like start planning my descent. I check the current weather on Active Sky for my destination, and I plan for the appropriate runway. It is not uncommon for: - The runway ATC selects to be inconsistent with the winds - The winds during the approach and landing to be inconsistent with the METAR I have also found situations where the winds at cruise do not reduce as I descend, and I've had to do approaches with winds > 50 kts. Knowing how I like to fly, can anyone provide suggestions on what settings I should use? DWC? Standard? Supression? Etc etc. Thank you, Sam Kharey