SUPPORT - 767 Pilot in Command

767 Pilot in Command Patch for FS2002 (3.6Mb)
This patch includes the following features :
· A new interface giving the look and feel of Flight Simulator 2002
· Possibility to assign pratically any mouse click to a combinations of keys
· Includes all features developed in Patch 1.1
· A new failures generator boasting a more realistic set of failures
· Increased accuracy for handling of decent speed restrictions
· An update of the Airways Page logic to make it more realistic
· A new AFDS designed for sim rates up to x4
· Use under Windows XP and Windows 2000
· Air Traffic Control activation for the supplied IFR flight plans
· Addition of a Brussels International (EBBR) to Paris Charles de Gaulle (LFPG) flight
· Complete modeling of VNAV flaps and gear speed protection during climbs and descents
· Does not update or convert the adventures.

How to install the patch ?
1. Install your 767 Pilot in Command (from your CD) into Flight Simulator 2002
2. Run the patch 767PilotinCommandPatchFS2002.exe and follow the instructions.
(Do NOT patch your 767 Pilot in Command with version 1.1).

Other patches :

767Patch for FS2002 version 1.1 (1.4 Mb)
Update to allow connectivity with 3rd party devices (FS2002 only)

Under Flight Simulator 2000 :

767 Pilot in Command Patch 1.1 (1.9 Mb)

Navdata update for 767 Pilot in Command (3.1 Mb)
Navdata update kindly provided by Jason Barlow (Zip file)

767Patch install cleaner (1.4 Mb)
For use if you are unable to re-install your 767 Pilot in Command

The installation aborts after one or two minutes. The setup program requests a file "data3.cab".
The data3.cab error appears when the CD-drive transfer rates are too low. A workaround for this is to copy all the files of the PIC CD in a temporary folder on your Hard disk and run the install from there. You can delete it later. If the problem persists, contact us on info@wilcopub.com

The installer asks which aircraft liveries to install. Originally, all have checkmarks. However, clicking on some of these causes no change.
A few aircraft liveries are needed for the pre-recorded flights and the adventures. They must be installed and you can't uncheck these ones.

I can't find the manuals mentioned on the box. The printed manual doesn't include the panel and the fmc tutorials.
The manuals are not installed on your hard disk. They can be found in the "Documents" folder of the PIC CD. To view these documents, Adobe Acrobat Reader 4.0 must be installed on your computer. This program can be found in the "Extras" folder of the PIC CD.

The installation program suggests installing DirectX 8.0. But I remember that people had real problems with this version. Should I let the CD install 8.0 or skip it?
The answer to this question depends mainly of your own computer configuration. Usually, PIC works better with DirectX 8.0 installed. Problems have been noted mainly with Windows Millennium (Me). So, if Windows 98 is installed on your machine, you should try to install DirectX 8

The Aircraft with LNAV or HDG SEL engaged does not want to turn normally. When I set it to fly direct to a waypoint, it always take a very long time to try to follow the right heading. Sometimes, it simply does not want to bank.
This problem is due to joystick "noise" conflicting with the autopilot. Note first that a joystick must be plugged in to allow correct operations of the autopilot. Also, it is important that the stick be perfectly centered during autopilot lateral (LNAV or HDG SEL) operations. Be aware that some joysticks sometimes do not come back exactly to neutral when released (e.g. the Flight Sim Yoke). Small quick movements to the left/right can be helpful to achieve centering. The CH-Sticks owners could also increase slightly the NULL zone of the aileron axis. Also, pressing "K" to disable the joystick during autopilot operation helps eliminate the conflicts for some joysticks. But don't forget to turn it back on when disengaging the autopilot! Also, see PIC FAQ D.22 for more information.

To summarize:
- The joystick must be plugged in.
- Up to date Joystick drivers are a BIG plus.
- The joystick must be completely CENTERED during CMD flight.
- Adjusting the NULL ZONE of the joystick helps filter out noise conflicts.
- Pressing the "K" key to disable the joystick during CMD flight helps some users.
- Leave the THROTTLE at IDLE or FIRE WALLED for proper A/T operation.

The speedbrakes seem to be not very effective.
The speedbrakes on almost all FS2000 big jets are far too effective. For example, in a real 767-300 in a 250 knot flaps up descent, the average descent rate is around 1200 fpm. If you add speedbrakes, you might get another 1000 fpm if you are lucky. These speedbrakes better represent realistic performance.

It is stated in the FMC manual that the Zero Fuel Weigh (ZFW) is always 245,000 lbs. Is it possible to change this value to reflect varying loads?
You can easily change the basic weight of the plane by editing the aircraft.cfg file for the plane you are using with a text editor (Notepad). There is a "WEIGHT&BALANCE" entry there that says "245,000". Just change that value to a different weight.

When at panel view, the view changes continuously and with no obvious reason to external aircraft views or lateral views and returns back in again.
Disable the joystick view/look commands through the FS2000 menu. You can still use the numeric keypad for lateral views.

It appears sometimes on the ground that after all the start procedures are set, the flaps fail to move to the commanded position. There is no disagreement warning.
This problem is related to the default FS2000 battery which drains out inappropriately. Load PIC through the "flight" menu should fix the problem. If you prefer to use the "aircraft" menu, make sure the engines are running before loading the PIC aircraft.

If I switch the 3 central hydraulic pumps off and I move the flap lever, I get a "Flap/Slat disagree" caution but the flaps still works. In spot view they do move. The same thing happens with a cold, "black" panel.
This is an issue related to a bad (edited) aircraft.cfg file or the option "provide power with dead battery" from the FSUIPC module is switched ON. Use the original aircraft.cfg file that came with the panel and/or switch OFF the FSUIPC dead battery power option to correct this "anomaly".

The pushback procedure seems to not work. The pushback request item is grayed.
To be able to request the pushback the aircraft must be on the ground, all external lines have to be removed, no other ground request can be in process and the engines can't be running.

I noticed that the Outside Air Temperature (OAT) set in the meteo options is not the same as displayed on the EICAS and on the FMC.
The EICAS is displaying the Total Air Temperature (TAT) and the FMC is displaying the Static Air Temperature (SAT). All these values are related, but they are not the same.

On the runway for take-off selecting the GA switch has no function.
The Go-Around (GA) function can only be engaged in the air for go-arounds, as on the real B767. This is not a TOGA button that is found on other aircraft.

When on an ILS approach, my ILS frequency sometimes changes for no apparent reason.
Changing the EHSI mode between the MAP mode and the VOR/ILS modes causes the NAV1 receiver to change between AUTO and MAN tuning modes (see the systems manual for an explanation). To avoid having the ILS frequency change during an approach, manually tune the frequency in MAN mode and then place the NAV receiver back to AUTO mode. This will cause the FMC to auto tune the ILS frequency so that both the AUTO and MAN modes of the receiver have the same ILS frequency tuned. Changing EHSI modes will thus not affect the frequency tuned.

I get an AUTOPILOT error during an ILS approach and the AFDS discontinues following the LOC.
See FAQ D.10 above for an explanation of ILS frequency tuning. This problem is most likely due to the automatic switching of AUTO/MAN NAV tuning when changing EHSI modes.

When flying in clouds, my airspeed indicator goes to zero and the A/T applies maximum power.
It appears that we overlooked the pitot heat option when we created all these complex systems. In the real plane, there are no switches for pitot heat. This is handled automatically when the engines are running. For an update, we will create the appropriate EICAS messages if pitot heat is not on. We will also make pitot heat default to ON when the engines are running. In the meantime, please use the "Shift-H" command (or the FS menu) to turn on the heat.

When flying in cruise, I notice a very small rocking movement as well as continuous aileron movement while level.
There is a small amount (very small) of rocking when the AFDS is in the LNAV mode as it tracks the path. This is normal and can be observed in the real plane as well (if you where to concentrate on noticing this type of thing). If the panel is run in time compression mode (2x,4x or greater) the rocking will be very noticeable, to the point of having possible adverse effects on the capabilities of the AFDS. Note: This version of the AFDS does not support time compression modes greater than "2x".

I get an occasional crash of FS2000 and the FMCVECTOR.gau is blamed.
See FAQ B.3 above for more detail. This is an issue seen with only certain video cards and drivers. Turn off the LT OVRD switch during the daytime operation of the panel and during the transition from day to night and vice-versa. It is safe to turn on the LT OVRD switch when the transition to night is completed.

When I apply the brakes, they seem very ineffective.
Some background. To our knowledge, there is no way to modulate braking manually in FS2000. Therefore, when you press the brake button on your joystick you get all or nothing. This results in unrealistically short stops all the time. We set out to create a braking effectiveness that represents "moderate" brake application, rather than maximum. This was a philosophical decision. The plane will still stop rapidly when taxiing below 20 knots, but it will not stop immediately when you apply the brakes on landing manually! The problem I see now with our concept is that when using MAX AUTOBRAKES, the plane does not stop as quickly as it should. As a result, people are questioning the brake effectiveness, and rightly so. We will increase the effectiveness of the brakes toward a MAX value in an update. Then, to represent normal braking, the pilot will have to use the AUTOBRAKES on a lower setting to get modulated lower brake applications.

I noticed that there is no "sim rate" gauge on the panel. Why?
There is no sim rate gauge on the panel. If you want to accelerate the flight, you have to use the FS menu bar. The reason we did not add a sim rate gauge is because the AFDS in this version does not work well above 2x speed (and even then it is a bit dicey). This is due to the complexity of the custom designed autopilot. It uses no default FS autopilot functions. Making our autopilot work with time compression is difficult and was not a priority for the first version. We will look into ways of making the sim work better in time compression for future updates. But no guarantees.

Why does the autothrottle mode switch to THR HOLD when I engage the N1 mode?
THR HOLD stands for "Throttle Hold". When you engage the A/T for takeoff in the N1 mode, the A/T advances the power levers to the takeoff power setting. This is evidenced by the command sector reference on the N1 gauge. When the power levers are set, the A/T goes into THR HOLD mode so that a failure of the A/T will not cause a possible reduction in power. This change in modes occurs at 80 knots. A standard callout during takeoff on a 757/767 by the non-flying pilot is "80 knots....throttle hold". If THR HOLD does not engage, the A/T is to be disconnected. When FL CH or VNAV is selected after takeoff, the A/T automatically returns to N1 mode.

I sometimes notice that the Warning and Anunciator lights on the main panel all light up for no apparent reason.
This is not a problem for the panel. There is a small bug in the GPWS gauge that has not been tracked down that causes this to happen every so often. It does not cause any problems for the panel and is basically a nuisance warning. It should be ignored.

I am running Windows 2000 and the panel is not working correctly.
Although Windows 2000 is not recommended as a gaming platform, the panel can work with a few limitations and adjustments. If you try to resize the panel windows or switch between windowed/full screen modes the sim may crash. Also, always load the panel using the "Select Flights" option from the FS Menu. This should improve frame rates considerably. And finally, if you have Disappearing/Misbehaving menus, do the following to correct this. (1) Open FS2000.CFG in Notepad.(2) Locate the entry for "HideMenuFullScreen". The default value is "1". (3) Change this to "0". Now the menu will always be shown just like in the windowed mode. But the menu will work correctly.

I set up the AFDS to perform an autoland and the G/S did not capture properly.
There is a small bug in the AFDS where if you are below 1500 feet radio height (RA) when you engage the three autopilots for an autoland, the G/S will not capture properly. This can be avoided by capturing the G/S above 1500 feet RA.

Looking at the elevator position indicator on the status page, I noticed that the indicator moves in the wrong direction when moving the elevators.
This is a bug and we will fix that. When you pull back on the elevator, the elevator indicator should move up ;-).

The Autothrottle (A/T) does not seem to work. The power setting changes erratically and the airplane will not maintain selected airspeed.
This problem is related to the joystick "noise" problem noted in FAQ D.1. To allow the A/T to properly manage power settings, you should leave the throttle on your joystick at IDLE or at FULL POWER. This prevents joystick "noise" from interfering with the A/T operation.

The barber pole and indicated airpseed are very high (over 400 knots) to maintain selected MACH speed at higher altitudes.
This means that you have the Realism menu configured to display "true" instead of "indicated" airspeed. The fix this, access the "Aircraft" pull down menu and select "Realism Settings…". Then select the radio button next to "Display indicated airspeed" in the "Instruments and Lights" box. This will restore the Airspeed indicator to normal operation.

The Autothrottle (A/T) no longer controls my RIGHT engine. I cannot control the right engine manually either except to select full or idle power.
This happens if you press "E" on the keyboard. Pressing "E" is the FS2000 "Select engine" command. This effectively disconnects the engines from the A/T. To correct this, reselect your current aircraft from the "Aircraft" "Select Aircraft…" pull down menu. This resets the A/T and engine controls without affecting your other current panel settings. For example, if you are currently flying the Delta PIC aircraft, access the "Select Aircraft…" menu and reselect the Delta PIC aircraft. To prevent this from occurring in the future, do not press "E" on the keyboard. Or you can access the "Options" "Controls" "Assignments…" menu and re-assign the "Select engine" keyboard assignment (or remove it).

How can I assign a non-PIC aircraft to the 767 Panel and are there any limitations?
It is possible to use other aircraft with the 767 PIC Panel. Other 767 aircraft are easiest and most reliable to use. However, you can use 757 aircraft as well with some limitations. To use another 767, open up the aircraft.cfg file for a PIC 767 and copy all settings starting with the [electrical] heading and transfer those to your new planes aircraft.cfg file. We also recommend that you use our *.air file by copying one of the PIC *.air files to the new planes folder and updating the aircraft.cfg "sim=" setting. To use a 757 (or other aircraft type), all that is required is to copy the aircraft.cfg settings as explained above to the new planes aircraft.cfg file. You will have the following limitations when using a non-PIC aircraft and/or *.air file: (1) Using a different or non-FS98 air file might cause erratic behaviour of the EICAS engine indications. (2) All FMC performance numbers (such as Vspeeds and altitude predictions) are calibrated for the 767-300 *.air file. (3) The A/T may behave strangely depending on the *.air file engine calibrations. (4) There may be other issues, so the key point here is "user beware".

On my PERF INIT page, the Zero Fuel Weight (ZFW) is somehow set at 111.1 when I load the panel. The FMC doesn't let me enter 245, I get an "Invalid entry" message.
You have FS2000 options in metric units. 245,000 lbs of fuel correspond to 111.1 tons in metric units. If you want to enter 245 lbs instead of 111 tons, adjust FS2000 to Imperial units (OPTIONS/SETTINGS/INTERNATIONAL in the FS2000 menu).

Is it possible to load ProFlight 2000 & FS2000 flight plans into the FMC?
All flight plans that are generated in the FS2000 flight planner format can be used with the PIC FMC. This procedure is documented in the FMC manual on the PIC CD. If a given flight plan created by a third party planner will not load, it is possible that the planner formatted the data with small inconsistencies. If this happens, compare a FS2000 generated plan and try to find the differences and correct them (ie. you might find no "space" between a character and a "," in the plan).

I tried to enter a speed restriction in the VNAV descent page of the FMC but it will not take any entry. The FMC will take an entry on the VNAV Climb Page but not on the VNAV Descent page.
The speed restriction entry on the VNAV descent page is not implemented yet. Use instead manual airspeed settings through the MCP speed intervention dial.

None of the Line Select Keys (LSK) buttons work on my FMC although the mode buttons work well.
There is probably a message at the bottom of the display that you need to clear first (through the CLR key) before to be able to continue.

Before the midway of the FMC route, I can not assign an arrival runway on the DEP/ARR page. All I get is the departure airport runways and procedures.
You can access the arrival page for the destination at any time by pressing the INDEX key (6L LSK) after pressing the DEP ARR key. Then select the LSK abeam the ARR prompt for your destination.

According to the FMC manual procedure for reduced power takeoffs, I tried to enter into the thrust data block a temperature value between the current outside air temperature and 64°C, but nothing happened.
There is a bug in the reduced power programming of the FMC. We intend to correct this in an update. However, you can still attempt to use reduced thrust by entering a temperature up to 65°C. The explanation given in the manual is a generalization on how the assumed temperature should work.

During the flight I get a FMC message "IRS NAV ONLY". However, all the IRUs seem to work properly and I have aligned the IRS prior to take off.
You get this message because the FMC is not getting radio updates from two DME's, two VOR's (ILS) or a VOR-DME (ILS-DME) in the zone you're flying for about 12 minutes. This happens typically during transatlantic flights. So the FMC informs you it is navigating with IRS info only. This can happen also if you don't have the radio mode in AUTO.

How do I reset the FMC to program a new route?
When on the ground, reselect a new ORIG on the ROUTE page. This will reset the FMC so that new data can be inserted. If the ORIG currently listed in the ROUTE page is the same as the desired ORIG airport for the new route, you must select some other ORIG airport first and then select the desired ORIG. For example, if KJFK is listed in the ORIG data block, and this is the desired ORIG airport, you should select a different ORIG airport initially (such as KLGA) and then select KJFK. Doing so ensures the FMC has reset correctly. This is a logic bug that we will work to fix.