Will the 737 have a flight attedant come to me and feed me dinner? :D

Sure, and today they have a Rabbit Stew in menu...

:( Why i see images really little? That's to say large 2 fingers and 1 nail high??????

that's why I've been letting my nails grow long these last few weeks. hope that makes a difference next time. fingers crossed (and there's nothing I can do about that)ok, I'll stop now I promise hehe

:( Why i see images really little? That's to say large 2 fingers and 1 nail high??????

Same here. I see the last image as little as a thumbnail!

Vin will have to rework his slivers as the old way will not work anymore. Attaching pics has a bit of a problem it seems over directly linking to them.@dazz., one pound is 2.2 kilos.

that was tongue in cheek man :( and it's the other way around hehe

@dazz., one pound is 2.2 kilos.

:( Why i see images really little? That's to say large 2 fingers and 1 nail high??????

Huh?Frank M

I was wondering if thoughts have been given to interaction with fairly standard throttle control hardware. Unfortunately most of us do not have motorized throttles or throttles with buttons on the throttle quadrant themselves (the latter is overcome if you use a HOTAS joystick, but is hardly realistic). Not having this gear makes it awkward at times to disconnect the A/T (having to remove hands from the throttle to do so) and difficult to set the throttle hardware to match the current power setting.Many simulators have the option for A/T use to override manual throttle so the mismatch between hardware and engine setting doesn't create problems. This almost always works well, but I wish we had this option with a caveat:A/T use overrides manual throttle control except during one or both of the following:1. Before V1: this way we can reject a takeoff without first having to remove our hands from the throttle to the A/T disconnect (I do use a button on my yoke, but the one right by my one hand that stays on the yoke is set realistically for the A/P disconnect) and then retard the throttles. To remove worries about controller spikes causing unwanted RTO's, perhaps a logic could be written in to the code that this needs to be <60% N1 or so and for >0.1 s or so.2. After gear are down: this way we can retard the throttles for the flare on our approach without have to again remove our hands from the throttles to disconnect A/T and then retard the throttles.It would be great if there was a way on approach to match our hardware to the power setting. The only way I could think of doing this is pushing a button that displayed another hashmark on the EPR/N1 for a few seconds that showed our hardware setting. We could then adjust this to match the current setting (without altering actual engine setting) before disconnecting A/T and flying the rest on manuals.Anyone have any thoughts on this?Eric Szczesniak

The only way I could think of doing this is pushing a button that displayed another hashmark on the EPR/N1 for a few seconds that showed our hardware setting. We could then adjust this to match the current setting (without altering actual engine setting) before disconnecting A/T and flying the rest on manuals.

That would be brilliant - really longed for that on the 744!The MD11 does have a feature that enables hardware override of the AT while in CLAMP mode, which works perfectly for RTO's.

...The MD11 does have a feature that enables hardware override of the AT while in CLAMP mode, which works perfectly for RTO's.

Yes it does, as well as an MD-80 from a certain other manufacturer. My understanding is that the takeoff clamp is modeling real life throttle procedures though. As I understand it, at 80 kts (i.e., clear cutoff by which T.O. power is set) the autothrottle removes the friction locks on the throttle so that it can be easily retarded to idle.My understanding is that on the 737NG's, the friction lock remains in place you need to physically overcome it to retard the throttles to idle on an RTO (someting on the order of 35-40 lbs of force if I recall correctly). So basically, on takeoff I was asking for a system similar to what is on the MD-11 (and MD-80 in real life) even though it would not be strictly realistic for the 737. Perhaps they were already planning on this or perhaps they are trying to make the 737 true to life which would not function like this.

WOW，It's amazing!I can't wait for it

please release it quickly the wait is unbarable

Hi allAs Aerosoft is saying they are looking at building a FlightSim from scratch would any of the PMDG add ons work with that?Has Aerosoft spoken to PMDG about this as yet?Thx Ian

I was wondering if thoughts have been given to interaction with fairly standard throttle control hardware. Unfortunately most of us do not have motorized throttles or throttles with buttons on the throttle quadrant themselves (the latter is overcome if you use a HOTAS joystick, but is hardly realistic). Not having this gear makes it awkward at times to disconnect the A/T (having to remove hands from the throttle to do so) and difficult to set the throttle hardware to match the current power setting.Many simulators have the option for A/T use to override manual throttle so the mismatch between hardware and engine setting doesn't create problems. This almost always works well, but I wish we had this option with a caveat:A/T use overrides manual throttle control except during one or both of the following:1. Before V1: this way we can reject a takeoff without first having to remove our hands from the throttle to the A/T disconnect (I do use a button on my yoke, but the one right by my one hand that stays on the yoke is set realistically for the A/P disconnect) and then retard the throttles. To remove worries about controller spikes causing unwanted RTO's, perhaps a logic could be written in to the code that this needs to be <60% N1 or so and for >0.1 s or so.2. After gear are down: this way we can retard the throttles for the flare on our approach without have to again remove our hands from the throttles to disconnect A/T and then retard the throttles.It would be great if there was a way on approach to match our hardware to the power setting. The only way I could think of doing this is pushing a button that displayed another hashmark on the EPR/N1 for a few seconds that showed our hardware setting. We could then adjust this to match the current setting (without altering actual engine setting) before disconnecting A/T and flying the rest on manuals.Anyone have any thoughts on this?Eric Szczesniak

Project Tupolev has a good solution on their TU154M. When you pull the throttle axis to idle, the AT switches off. The switch boundary is just above idle. The only disadvantage is that you can't slowly reduce thrust before flare but you have to set idle thrust at once. But approach with manual thrust is much nicer to do, so it shouldn't be to bad.And another question, does the autopilot override the elevator trim axis? Using this axis for trim is more accurate, but without override function you have got a possible conflict with the autopilot.Keep up the good work!Dion Mollert