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Everything posted by Iain

  1. Iain

    IXEG B7336- Will not open

    Well, this is quite a common problem, and you can read the answer here The only problem being you seam to have a slightly different problem in that you don't have the small error box. I'm not expert on this stuff but since you haven't had any support I thought this suggestion might help.
  2. Iain

    FMC questions

    MGEISS is correct, but I think you need to sit and watch various FMC tutorials, there are lots out there and without trying to sound smart, your questions are basic level questions for the FMC. One tip would be to search for PMDG 737 FMC tutorial, the FMC is the same except PMDG has more features enabled, but your questions are on basic operations so you shouldn't have any problem finding answers, and video's are much easier to follow that trying to work out what people mean in their text. But to add my points in case you are still not sure. SIDS STARTS and RW can be changed at any time, remember though when you change your STAR in mid flight, it might look like your route has been completely screwed up, but by using the LEGS page, you can rejoin the route to make it correct again. And this leads to your other question, how to select a waypoint that is in the plan but further down the list. This type of change is probably one of the most common and useful things you need to be able to do. Learning this allows your to skip waypoints which is quite common when pilots ask for shortcuts or ATC say go direct to a waypoint, and as I mentioned before, you do this to fix the route once you change a STAR. As MGEISS said, you are basically dragging the route up to join up the complete route, an incomplete route will have a line that says ROUTE DISCONTINUITY. This error was the biggest headache for me when learning the FMC!! All it means is there is a gap in your route, and all you do is select the waypoint below this message, and click on the line above to effectively drag it one line up and join the route up. As I said, find a good youtube video and it will be much easier, you can checkout flightdeck2sim, have a look around the 3:30 mark, you can see how to advance to the next waypoint. I'm at work so I can't watch in detail but I think this helps you out. The green arc is a great tool, but you need to know what it is an it's limits. It basically shows you at which point in your flight path, you will reach the altitude that you have selected in the MCP. So if you are at 20'000ft and you select 15'000ft, it will show you at what point you will reach that altitude...but, you need to do a few things to make it work. 1st you need to actually be descending, so setup a V/S of say -1000ft / min, then once you start to descend. you will see the green arc show up on the ND. The other thing you need to check is that your ND range is correct, so for the above example, it will take 5 minutes to descent 5000ft and -1000ft per min, and you might need 10nm to do that descent, if your ND range is set to 5nm, the green arc won't show as it's out the top of the screen.
  3. https://www.virtualnorwegian.net/pirep/145926/ Was hoping to beat the 5hr mark across the pond, winds were great today, track U eastbound, 143kts tail wind, CI 100 and Mach .77 and a pretty light load. 2.5 hrs worth of fuel left as well! Another first I have to try is the KPVD to Bergen, a bit risky but should be quite easy with winds like today. Was tempted to land the opposite way at Shannon but that would be highly unprofessional! No attempt being made at the return flight until the winds calm down
  4. Iain

    Question on flaps

    Vspeeds, Vref and Flap speeds are based on the weight of the aircraft. Flap limit speeds are based on Vref (landing speed for your current weight + xx kts). The reference table is in the cockpit, above your head to the left, the yellow stamp. Something like this Landing Speeds for the 737-300/400/500 Landing Weight 737-300 20K 737-400 23.5K 737-500 18.5K Flaps Flaps Flaps /1000kg 40 30 15 40 30 15 40 30 15 70 155 159 177 65 152 153 165 149 154 171 60 145 147 158 143 147 164 140 144 154 55 138 141 151 137 141 156 134 139 148 50 131 134 144 130 134 149 128 133 141 45 123 127 136 124 127 141 122 125 135 40 115 119 128 116 119 132 114 117 125 35 107 111 119 109 111 123 107 109 116 It is generally not good practice to to use flaps near their max speeds to help with slowing the aircraft down, that is putting undue stress on the flaps and the flap mechanics, although flaps 10 is a setting not used for much apart from being able to keep your speed down without flying around with the gear down. VNAV has to be used with caution, especially at low altitude. You statement is a bit confusing "speeds up high, but can't get near the speed on the fmc". Do you mean your IAS will not reach the speed stated on the LEGS page of the FMC? Or you have excessive vertical speeds to maintain the MCP speed (a more common problem). VNAV with follow the vertical profile in the FMC, but if you have no height restrictions, and have an alt set in mcp, VNAV simply sets idle thrust and pitches to hold speed, which can result in a high vertical speed. In this case, I would recommend using vertical speed mode and monitor the green arc in the ND to determine when you will reach you target altitude, adjust your vertical speed accordingly, if you can't descend without your speed increasing, then best to slow down more before starting descent, or use some speed brake. Personally, I stop using VNAV once below about 6000 - 8000ft due to the possible high vertical speeds.
  5. Iain

    Entering LAT/LON in fmc

    Perfect Jan, I will have a look at that file.
  6. Iain

    Entering LAT/LON in fmc

    Jan I thought the LEGS page should allow you to enter a full coordinate but the RTE pages was only the shorter version, and that IXEG didn't model the full version, PMDG allows full version in their LEGS page, just saying, maybe -300 is different from -800 FMC? For a coordinate like 4153N08729W, you should be able to use the accepted short format 4187N and it would work but the coordinate would be a few nm off. I have never tried that, I only use the daily published NATS and they are 5 digit format only (but I know I used full format in the LEGS page of PMDG in the past). I guess this works for any coordinate? Jan, on this subject, NATS like 51050N work but N5150 are not accepted, what am I doing wrong?
  7. Iain

    Fuel question

    It can be done, but it’s a hassle! 2200nm is no big issue, 2500 with a headwind is ok as long as you limit your zfw, ci 0, and don’t expect to land with much more than 2000kg left. 2700nm with tail winds and full load (US east coast to Ireland) is not much problem.
  8. Iain

    question on descent

    Well, if you want to simulate the flight conditions, jam your chair up against your desk till your knees are crushed and sit there the whole flight! But seriously, there are a few ways to plan for a flight. - Just fly a straight line, put departure airport and destination into the FMC takeoff, head towards destination and land. Less planning, less FMC work etc, but highly unrealistic. - Plan the route yourself, use something like Skyvector. Go to Skyvector, select flight plan, put in CYYZ - MRLB, set map option to World Hi, then start to join up the flight plan yourself, very time consuming. - A more popular method is to use and online flight planner to generator the flight plan for you. My VA generates my flight plans, which i then modify, you can use free web sites such as http://rfinder.asalink.net/free/ Put in CYYZ-MRLB and hit Find Route, it then generates the route below. You can then copy paste this into skyvector (the white box in the flight planning section) and now you can see your full flight plan below. CYYZ SID FOXEE Q145 HVQ J85 SPA J53 IRQ J81 GRADY J53 DUNKN J81 NOWAY J53 CRG J113 DEARY J20 LLNCH J113 ARKES J20 VKZ G430 EONNS A509 URSUS UA301 UCA UB767 GCM UG877 MGA UM328 IMOLA STAR MRLB You could put this flight plan into the RTE page of the FMC manually, ie. to HVQ via Q145 to SPA via J85 etc etc, but this can take a while for a long route. I do this method for routes that are not too long, the route above would only take 5 mins to input though. There are plenty other websites that generate routes, the other one I use is Simbrief, the advantage of this is that it generates the flight plan, and you can then save this file to a folder on your pc then move it into the co-routes folder and load it directly from the FMC. You then only have to select runways, SIDS and STARs and off you go. The website also gives you full fuel planning etc, the only thing you have to do is manually manually register your aircraft (weights etc) one time as the IXEG 737 isn't there by default. For you FMC problems, VNAV errors can be minimized by checking the FMC flight plan before you start engines. For me this is VERY important as you can have a smooth flight 99% of the times if you do this...and I have done about 400 flights in this aircraft. To do this, finish your whole FMC planning, make sure you have no errors, then check the legs page and make sure you have a speed and altitude in the right hand side for EVERY waypoint. This is what the FMC is following, if any line is blank, it will screw up. The most common error with FMC planning is pressing EXEC to activate the route, but forgetting to press EXEC on the performance page and then the LEGS page is not correct. Long flight are quite easy to plan, PMDG have a nice feature called pause at TOD, which doesn't exits in the IXEG plan, but, since the TOD can become a bit messed up, you should try using a programme called Autopause or pauseforme. https://forums.x-plane.org/index.php?/files/file/7257-autopause140zip/ At anytime, go to the plugin from the menu, select the airport box, type in the ICAO code, put in the nm you want it to pause, activate it, close it and leave your sim alone. The majority of decents start between 130 to 100nm away at normal cruise heights so set this to 150nm or 200nm then you have time to sort yourself out when you get back to your sim. Hope that helps.
  9. Iain

    question on descent

    Your right in that being single pilot can make the cockpit quite busy, there are a few things you can do to make sure you have enough time for everything. I am guessing you are flying offline so you don't need to worry about ATC. Make sure you use the checklists, or like me, I made my own checklist as simming has some differences to the real world. For the descent, check the WX for your destination before you reach the TOD, have all the RW and ILS info setup in the MCP and FMC before you reach your TOD, have pressurisation and air con sorted before TOD Use VNAV for the initial descent, it will descend you and follow the altitude and speed restrictions as you descend, you only need to make sure you have the MCP height updated, in real life you would follow descent instruction, but in the sim you can dial in 2000ft to the MCP before TOD, and then just monitor it. Be ready for the 250kts speed restriction, at 12'000ft, have the MCP mode ready for the speed reduction to 250kts, be ready with landing lights. For waypoint heights, a good tip is to not try to reach that waypoint at that height, the restriction doesn't mean reach the height jsut as you get to it, it only means be at the height when you finally get to it, so if you are at 16'000ft and the next restriction is 12'000ft and it's 20nm away, you can press LVL CHG, let the aircraft descent at idle thrust, you will reach 12'000ft a few minutes before you get to the waypoint but that's ok, it gives you time to monitor your approach, check weather, get ready for the next descent, manage your speed etc. The 737 doesn't go down and slow down very easily so it's a good idea to only do one at a time, ie. descent at a certain speed, or slow down when level, it's not easy to descent and slow down.
  10. Iain

    question on descent

    Looking at the chart on Navigraph, if you using the MISEN transition, then you can see some hard speed and altitude restrictions. MISEN FL240, CLARR 13'000ft & 250kts, (now called feet as your change from FL to ft at 18'000ft in the USA), KPEC 13'000ft etc etc. There are a few ways to fly it, if (and you should) have your FMC setup before takeoff, and have the expected STAR and RW already planned (better using 26L for this approach), then your FMC will show all these altitude and speed restrictions already. While cruising along at whatever height, just before TOD, set your MCP height down to 3800ft (the ILS height of 26L), then your VNAV will descend you all the way to the ILS and follow all the restrictions for you. You just need to check it's behaving, put your landing light on, have a cup of tea! Where you see the small black writing for heights next to the lines, those are the minimum height, don't try and fly at those heights! If ATC gave you no instructions, then you can let VNAV do it all for you, probably more realistic is to set your MCP atl to 24000, and when you get to it, change to 13000, then it's up to you to press V/S and set a V/S so the green arc is over CLARR showing you will reach CLARR at 13000ft, or you can just set 13000 and press LVL CHG, and it will descent you at idle thrust, in this case, you may reach 13000 before you get to CLARR but that's ok. That's one of the main things with sim flying, you can VNAV the whole descent as you have no ATC to give instructions, or you can do it a bit more manually, and pretend that ATC are telling you to descend, and then you do it with V/S or LVL CHG. Watch some youtube videos, loads of cockpit video's out there, plenty of 737-800 etc, a few with the -400, you can see how it works in real life. My favourites here, cargo 737. https://www.youtube.com/watch?v=Z49i6vpM5Is&t=2640s https://www.youtube.com/watch?v=lztqIM0aTTs
  11. Iain

    Help with cruise speed

    IAS in the aircraft (your big analogue speedometer) is measured by a pitot tube sticking out the side of the aircraft, the tube simply measures the pressure of the air against a sensor as you move through the air and changes this to an indicated air speed (very basic terms). Imagine you are in a car, doing 100mph, you don't know what speed your going, your blindfolded and ear muffs on, stick you hand out the window and guess the speed, about 100mph you would say. Now drive your car at 100mph across a bridge at 36'000ft, do the same test, you would probably guess your speed as 50mph, your doing 100mph, but the air is thin so it feels much less. This is why your IAS is showing 250kts only, because the air is less dense. So if you are doing 300kts IAS at 200ft above ground, and there is no wind, your ground speed is also 300, and your TAS is 300. If you go the exact same speed at 30'000ft, you ground speed is 300kt, but your IAS will only show 200kts as the air is thin and not pushing so hard against the sensor, so you have this "false" reading so to speak. On the 737, have a look at the top corner of the ND and you can see the ground speed reading, you will see while cruising at Mach 0.71 and 254kts, that your ground speed is over 400kts, so all is fine. Thats why its important not to chase after IAS as you climb and descent as you might overspeed the aircraft. You will climb at 280kts, then as you get closer to your cruise height, you will see the FMC changes from targeting IAS to target a Mach number. This is because at at 200ft, 280kts is maybe Mach 0.5, but at 26'000ft, 280kts is Mach 0.71 so it switches to Mach 0.71 at 26'000ft as you continue to climb. Your Mach then stays 0.71 as you climb, you are not speeding up or slowing down, but your IAS gets lower and lower as the air thins out, but your not slowing down If you could just keep climbing, you would get an IAS that goes all the way down to ZERO, as there is no more air, but you might be going MACH 36 like a rocket. It's hard to explain clearly, everyone is totally confused by it at some point in the virtual or real flying, but once it clicks, you will understand.
  12. Iain

    question on descent

    I think climb speeds are about 300kts then at 26k it switches to Mach, typical cruise is Mach 0.76 or there abouts, she is an aged lady so can’t go as fast as modern chicks. I would recommend learning the fmc as much as possible as it will set the correct Mach for you, it will tell you your most optimal cruise height for your weight etc. it can be daunting but it’s worth watching some tutorials on it.
  13. Iain

    question on descent

    Hi Steve There is no black and white answer to your question. I use a few general rules, and I use various methods for descent. VNAV descent works fine for me, the initial descent from cruise can be quite steep, the throttles will slow the aircraft down slightly to descent mach number, then the aircraft pitches down to maintain speed, what I see is on the pitch down, the speed is often slightly low, so the initial descent can go up to -6000 ft per min for about 10 seconds, then it corrects itslef to a more normal level. I don't know if this is what the real aircraft does, and thats what Jan is referring to. As far as I know, a common way to descent (in real life) and the way I do it is to select V/S mode about 10nm before TOD, select -500ft, then -1000ft, then as you start to intercept the descent path, you can select VNAV and it should result in a more gradual descent. If you ever descent in V/S all the way down, be aware to change the MCP from mach to KTS at the typical cross over altitude, 26'000ft . You don't want to have a high mach number in the MCP at low altitudes. It's handy to understand how VNAV switches from targeting a speed in kts, to targeting a speed in mach. You can search mach cross over speed to learn more. For descent speed, the FMC will tell you the target descent mach, typically slightly under the cruise mach. This is a good speed to use for your initial descent. For heights, there are a few things you need to check. First is check the STAR you are flying, there might be height restrictions in that. If you have selected the STAR in the FMC, the restrictions should already be there, and can be seen in the LEGS page of the FMC. It's a good idea to check these before you even takeoff, put the FMC in LEGS page, put the ND in PLAN mode and then you can see right side lower select key in now a STEP function, you can step through your whole flight plan and see all waypoints, with speed and height restrictions if any showing on the right hand side of the FMC. Getting this plan correct is key to a smooth flight. However, you can also fly all the speed and height restrictions with no help from the FMC. You should always be aware of where your TOD should be, this is also important for the IXEG 737 as the FMC can sometimes throw a wobbly and give you TOD 500nm from your destination so it's good to be aware of that. A general rule is to mutiple your cruise alt by x3, then use that as the number of NM for your descent, so if you are at 36'000ft, and you want to descent to 0ft, multiply 36 x 3, start your descent 108nm away. For height restrictions, check the STAR, there may be restrictions like cross TLA at FL070, so if you are at 32'000ft, and you want to cross TLA FL070, then thats a descent of 25'000ft, multiple 25x3 and you should start your descent 75nm from TLA. A good feature of the aircrtaft is the green arc, when you descend, the green arc shows you at what point you will reach your altitude you have selected in your MCP. A very powerful tool, so if you get a cross TLA at 070 restriction (from the STAR or from ATC instruction, just put 7000ft into the MCP, then set the V/S until you see the green arc over TLA, then you know you will reach TLA at 7000ft, if the arc is a bit beyond TLA, just increase your V/S slightly. For speed restrictions, 250kts below 10'000ft generally, this speed restriction is often broken in area's where there are not so many aircraft, although in most area's it's a hard restriction. I use FR24 to see what typical speeds are below 10'000ft. Taking the 737 back from the USA with Norwegian, above 250kts on climb out is often ok, same in Scotland where pilots will often ask for any speed restrictions and will be told negative, so I descend at 280kts below 10'00ft. Just one notes, try NOT to play around with speed restrictions in the FMC once you are in the air, this for me seems to be the most common cause of the VNAV function to go crazy and give you incorrect TOD's. Set up any speed restriction before takeoff. Use the CLB page, I typically set the 280/ the CLB page here. Lastly, remember you also have LVL CHG button, this is very handy to use if you want to descent with idle thrust (and th VNAV has gone a bit crazy), you can use LVL CHG, you just need to be aware the this mode is ignoring any height restrictions and speed restrictions from the FMC, so you need to monitor that yourself. Cheers
  14. Iain

    Speedy Copilot

    Is it fixed in the current download version or should I wait for the next version?
  15. Very promising! I should have watched it all first time, I also heard HiFi are put all resources into XP version of AS, not found much info on that though. Future is looking bright.
  16. Could be interesting, but they need to fix the unrealistic rain cloud while on the ground with engines running, adding light to it will just make it look worse.
  17. Iain

    Speedy Copilot

    Hi I just gave it a quick try and have a few small problems and question. When entering the plane, I here the copilot voice mumbling, a pen moving around and clip board noises, is that deliberate? I get a sync Baro (the word Baro is not easy to understand, but then I see the local pressure displayed by your script at the bottom left, the only problem is, the pressure displayed is nowhere near the real pressure? When I start the engine (I start No. 2 first), it reaches about 40N1, then increases dramatically and the plane shoots off into space and XP crashes, I tested it 3 times and the same result each time. I hadn't pressed the Oxygen mask before engine start, I mention that in case that must be done. Thanks for your feedback. I have the shooting into space recorded if you need to see whats going on.
  18. Iain

    Speedy Copilot

    I am really looking forward to trying this out, sounds like a a lot of hard work, well done. I guess you want bugs and suggestions reported as more people use it? My next flight: 10.06.18 Dep 10pm local - ENBR Bergen - EGPH Edinburgh - TNT Cargo flight
  19. Hi Jan i just read over the whole thread again and your right, looks like the same bug. Cheers iain
  20. Can I add my problem to this thread? I use a small mini joystick on a CH pro throttle for rudder, always worked fine, for taxying too. Now I find when I want to turn with the nose wheel at more than 45 degrees, I need a lot of thrust to do it. I check the control output and can see when I have this assigned as "yaw", then it activates the left and right brake when on the ground, this seems to be a new thing? If I quickly reassign the yaw as nose wheel tiller, then it turns perfectly with idle thrust. What has changed? My setup or they way controls work? It's actually not much hassle to reassign the yaw to nose wheel after landing, but would also be nice not to have to do that.
  21. Iain

    Official IXEG forum now open!

    The effect works with default and Skymaxx Pro, they do not work with xEnviro. I have never used FSGRW in XP so I can't comment. I currently use "the ultimate mod" with XP11 default weather injection and the effect works with that.
  22. Iain

    Take-Off Flaps setting

    Read this and thought WTH, I use flap 15 a lot, Jan should really start expanding your flying experience to the level of your simming customers, like flying at MTOW from Innsbruck with a tailwind or taking off from Lugano...its all legal, honest
  23. Hi all. I searched but could not find a reference to this "bug" I'm having. When flying through clouds at night, I noticed that the clouds are illuminated by the left hand runway turn off light only. All the other lights have no effect? Is that correct? I love this effect though, doing plenty of flights to US east coast from Scotland via the Azores and approaches through clouds are great, as long as you remember to switch on that light! It also doesn't matter if the gear is retracted or not. Cheers Iain
  24. Iain

    Cloud illumination by landing lights.

    Hi Jan Thanks for bringing this topic back up and the additional feedback. I moved away from SMP and tried various other things before settling on the "ultimate mod" weather. I also see this effect only on SMP so your findings are dead on. I don't know if I will push for coding changes from the WX developers, maybe when/if Active sky comes along. Thanks for your support with these open topics though
  25. Iain

    Aircraft Specifics

    Support has suggested you explain your problem more, post screenshots or post a Youtube video. Either one takes 5 mins to do, but you choose not to? I'm really interested in your LVL change problem, but also frustrated that I don't have much to go on apart from your original explanation. The support team are very passionate and proud of their software, they are always looking for ways to improve and are frustrated that they haven't managed to improve or produce patches as much as planned, private situations and unexpected events in life take priority. I am sure they don't have such a large team, a large budget or a nice office in downtime DC like PMDG have. I am sure they are wanting to hear from people like you that have lots of experience in simming and/or real world, so maybe a bit of give and take and a bit of patience is needed to get the most of their sim, your suggestions are very welcome. Morten has been very tolerant, ending a thread with "thanks for nothing" is way below the belt in my opinion, nobody deserves that kind of talk in this short existence of ours. IXEG are one of the only developers I have seen where a list of "things that are not going to be in V1.0".