i have heard the ngx will have a new wingflex-system? is that true, i mean, will we see this realistic shaking of the wings while taxing?...and will there be a flight video sometime?

Thats already present on the 747 & MD11 :-)

They could do it in SP or something

But please, do not delay this baby for 6 months!

Calm down! They are not delaying anything. I understood from what Ryan said that CBs will NOT be in the package at all.

Thats already present on the 747 & MD11 :-)

True, but PMDG said that this animation, as well as all the others, was redisigned and will be much more realistic in the NGX.

True, but PMDG said that this animation, as well as all the others, was redisigned and will be much more realistic in the NGX.

I hope so. When taxing with the Aerosoft Airbus X you also see the wing-flexibility. Very great and realistic!

I hope so. When taxing with the Aerosoft Airbus X you also see the wing-flexibility. Very great and realistic!

You are joking right? The Airbus X doesn't have any wingflex at all...:(

i have heard the ngx will have a new wingflex-system? is that true, i mean, will we see this realistic shaking of the wings while taxing?...and will there be a flight video sometime?

The NGX will have a wingflex sytstem just like all of our other planes have had since 2005. It will obviously be appropriate for the NG.

I don't want to be picking, but when there is talk about CB, will they be fully modeled and clickable in VC/2D with proper system respond? And how about random electrical failures?Don't take this seriously, i know its imposible, but it would be cool having this. We finally would properly follow checklist Circuit breakers.............. All in. :)

It certainly isn't impossible, but we are not modeling circuit breakers. Aside from the fact that they are not part of a pilot's typical responsibilities, there are over 400 of them, and the way FSX works is that each mouse click sucks a tiny bit of performance out of the sim. Four hundred click spots suck a LOT out of the sim. We're not going to do this for something that is used primarily by the maintenance crew. That being said, the failure system on the PMDG 737NGX is robust, to say the least, and you'll still be able to properly follow your checklist "Circuit breakers .... all in".

Could people just stop demanding and asking about this and that? Take the product as it is (or someday will be). I for sure wont be dissapointed.

Could people just stop demanding and asking about this and that? Take the product as it is (or someday will be). I for sure wont be dissapointed.

thats sense of a forum -.-

Hey guys??.....I have a request....Can you please release the NGX before May 21, because according to this story the world will end by then.http://www.cnn.com/2011/LIVING/03/06/judgment.day.caravan/index.html?hpt=C1What a lovely group of people. And they came to my town (Tampa). What a coincidence, as we have the next group of crazies arriving next year. You might know them as the "Republican National Convention". :(

Off the top of my head:1. A weather radar r/t approaching an island destination at night with a line of convective weather between me and it.2. Pressurization system C/B when carrying a patient that requires cabin press at sea level (i.e. scuba diver suffering CNS sypmtoms from decompression sickness)3. Radar altimeter c/b when approaching an area socked in with Cat II weather4. Multiple unrelated tripped C/Bs after a lightning strike.5. Landing light c/b for low-vis night landing6. Bus feeder breaker after isolation/deactivation/removal of faulting componentIn any of the above I'd consider resetting the breaker one time (assuming there were no aggravating circumstances like fire, smoke, sparks, bus voltage drops etc)Cheers1) go to your alternate. A fire caused by a cb isn't worth it2) we dont do medevacs in a 737 but under your conditions, switch the cabin pressure controller to ALTN or manual. 3) again go to Alternate4) the 737 is redundant enough that multiple failures can be coped with. Heck look Amy at Qantas A3805) low vis night landing? For the approach on a cat 2/3 we it is preferred to have them off anyway. The approach and runway lights would be enough a t night to see what you are doing. Not worth the risk of resetting a breaker6)this would have to be airplane specificOur company doesn't want us resetting breakers unless it is an absolute emergency. Then they basically say nothing on the plane is an absolute emergency really. The planes these days are redundant enough to not need resetting breakers.JackcolwillBob ScottColonel, USAF (ret)ATP IMEL Gulfstream II-III-IV-VColorado Springs, CO

You should rethink your theory. I might be wrong, but there's a CB for almost every system in the airplane. Some are of minor importance, but others can inactivate important systems, like the FMS or flight controls.

Heck no. Flying without an fms is just a hiccup. You lose BOTH of them and you just revert to old school 737-200 flying. As for flight controls? You just step down to manual reversion. Pain in the butt? Yes but definitely flyable. We train for that.Jackcolwill

Heck no. Flying without an fms is just a hiccup. You lose BOTH of them and you just revert to old school 737-200 flying. As for flight controls? You just step down to manual reversion. Pain in the butt? Yes but definitely flyable. We train for that.Jackcolwill

But remember the old -200 wasn't ETOPS certified. If you lose it over the middle of the pacific with nothing but a magnetic compass and stronger than forecasted X-winds, you may never find you're way to land (this of course assuming you're not going to a continent which is almost impossible to miss). Is it flyable? Yes...till the fuel and altitude runs out.Another very good example I can think of where crew action was warranted was on a trans-Pacific flight between Hawaii and the West-Coast. For some reason, the Cockpit was filling with smoke and no matter what the crew tried, they couldn't find the source of the smoke and none of the breakers had popped. The procedure called of course to descend and depressurize cabin to help clear the smoke. At the lower altitude, they didn't have enough fuel to reach their destination. They were preparing the aircraft to ditch in the ocean. Then when the FA came in to inform the pilots they were ready, a light mysteriously illuminated the crack in the panel where the smoke was coming from. They pulled the breaker and was able to climb back up and made it to an alternate. Now this story was told to me by a DPE about a year ago. I don't remember the full details and as for the validity, I'm not sure but I personally have no reason to doubt it. The light that finally just happened to illuminate the source? I've had my own cases of shear luck a few times while flying IRL. If it is something he made up for whatever reason, it's still a perfect example of crew action with a CB.

But remember the old -200 wasn't ETOPS certified. If you lose it over the middle of the pacific with nothing but a magnetic compass and stronger than forecasted X-winds, you may never find you're way to land (this of course assuming you're not going to a continent which is almost impossible to miss). Is it flyable? Yes...till the fuel and altitude runs out.Another very good example I can think of where crew action was warranted was on a trans-Pacific flight between Hawaii and the West-Coast. For some reason, the Cockpit was filling with smoke and no matter what the crew tried, they couldn't find the source of the smoke and none of the breakers had popped. The procedure called of course to descend and depressurize cabin to help clear the smoke. At the lower altitude, they didn't have enough fuel to reach their destination. They were preparing the aircraft to ditch in the ocean. Then when the FA came in to inform the pilots they were ready, a light mysteriously illuminated the crack in the panel where the smoke was coming from. They pulled the breaker and was able to climb back up and made it to an alternate. Now this story was told to me by a DPE about a year ago. I don't remember the full details and as for the validity, I'm not sure but I personally have no reason to doubt it. The light that finally just happened to illuminate the source? I've had my own cases of shear luck a few times while flying IRL. If it is something he made up for whatever reason, it's still a perfect example of crew action with a CB.

You can still navigate without the fms's. Heck planes been doing it for years. As for the story you mentioned that is kinda weird. We are supposed to have enough fuel to descend to 10000 feet and continue either to your alternate or destination on etops flights.Jackcolwill

They were preparing the aircraft to ditch in the ocean. Then when the FA came in to inform the pilots they were ready, a light mysteriously illuminated the crack in the panel where the smoke was coming from. They pulled the breaker and was able to climb back up and made it to an alternate.

That's the kind of "miracles" that happen a small event occurs and suddenly you get just the very small bit of information you need. It reminds me the story of Jim Lovell, that is in his book Lost Moon, where he tells that during an excercice when he was in the Navy he got lost not picking the ADF frequency to get back to the carrier and to be able to check a map he had made himself some kind of light, but when he plugged it in (and I guess it was a CB story though on a fighter) he just lost all power to his aircraft panels and instruments lighting, but in the end being completely in the dark made him see the algae that were glowing on the trail of the ship. That really looks like this the same, only in a civil aircraft with lots of passengers, and the other on a small fighter jet :)

Off the top of my head:1. A weather radar r/t approaching an island destination at night with a line of convective weather between me and it.2. Pressurization system C/B when carrying a patient that requires cabin press at sea level (i.e. scuba diver suffering CNS sypmtoms from decompression sickness)3. Radar altimeter c/b when approaching an area socked in with Cat II weather4. Multiple unrelated tripped C/Bs after a lightning strike.5. Landing light c/b for low-vis night landing6. Bus feeder breaker after isolation/deactivation/removal of faulting componentIn any of the above I'd consider resetting the breaker one time (assuming there were no aggravating circumstances like fire, smoke, sparks, bus voltage drops etc)CheersBob ScottColonel, USAF (ret)ATP IMEL Gulfstream II-III-IV-VColorado Springs, CO

As a GIV pilot, you're probably familiar with the problem in the early models (with the SPZ-8000) to randomly throw an erroneous bus controller warning on the EICAS on initially powering up the aircraft,(BC-1-2-3 Fail). This was due to a software bug in the first-generation fault warning computers. The solution to clear it was to pull and reset all three bus controller CBs. Though I don't think that procedure is "officially" documented in the QRH, I know it does appear in one of GAC's "Hints and tips" documents for flight crews, relating to the SPZ-8000/8400.Gulfstream did address the problem by an optional ASC, but I know there are many older GIVs that still have the original FWCs and the error still occurs now and again. One case where flight crews are authorized to manipulate CBs without input or clearance from maintenance.Obviously this would only be done on the ground before departure - never in flight...Jim Barrett

As a GIV pilot, you're probably familiar with the problem in the early models (with the SPZ-8000) to randomly throw an erroneous bus controller warning on the EICAS on initially powering up the aircraft,(BC-1-2-3 Fail). This was due to a software bug in the first-generation fault warning computers. The solution to clear it was to pull and reset all three bus controller CBs. Though I don't think that procedure is "officially" documented in the QRH, I know it does appear in one of GAC's "Hints and tips" documents for flight crews, relating to the SPZ-8000/8400.Gulfstream did address the problem by an optional ASC, but I know there are many older GIVs that still have the original FWCs and the error still occurs now and again. One case where flight crews are authorized to manipulate CBs without input or clearance from maintenance.Obviously this would only be done on the ground before departure - never in flight...Jim Barrett

Gotta love Gulfstreams...!