This thread is really going downhill...

Like all the other updates threads...I think update threads should be locked and only available to PMDG members to post replies to. The first few pages were constructive and informative, but now it's pretty much useless.

Like all the other updates threads...I think update threads should be locked and only available to PMDG members to post replies to. The first few pages were constructive and informative, but now it's pretty much useless.

I agree

Well before we go and 'kiss @$$', let's review exactly what happened.A technical question was asked by a supposed industry professional. A question no dumber than the others I've seen earlier. It was retorted with a snide and RUDE answer by someone representing PMDG. I'd say I see a reason why Mr "EMV" isn't in support...Martin backed his question up with legitimate reasoning. Let's grow up here (not you per se, Rob).This thread is really going downhill...

Who's kissing A$$? think then type...... Martin asked a pretty weird question so I'm not surprised he got a weird answer. I was letting him know what he's dealing with, just because he's a A320 Driver and trust me I know a lot FO's out there does not make him a expert on the issue he raised. EMV can come across a bit arrogant in some of his posts but trust me when I say the guy knows what he's talking about.But in all fairness to Martin there is a slight diffrence with spool up times if a (DAC) is fitted.I've been involved with a private jet company out in the Middle east, they own a bunch of A320/319 and some of them have a DAC installed on only one engine, that means you have to be carefull on initial spool as they spool at different speeds.

Not quite sure as to what the 737 has to do with the MD-11 and just cause the one has it why the other one should have one too, you may believe me it simply doesn't have one lol. :( The 'buses have em, the MD may have one, but the thirty-seven just dont. We have (true) manual reversion anyways, so who wants a RAT.

I wan't a rat :(

I like how everyone keeps pointing to the name signing issue. We sign names here so PMDG can verify names if they need to. They don't need to verify their own...Think before typing/posting/arguing - it'll make your standpoints a lot more relevant.Not to be my typical, less-than-cuddly-self, but I somewhat agree with his post. While it was nowhere near diplomatic, I don't find the post to be too disturbing. He does have a point, and so does FLEX1978. I know some non-pilots who know more about the aircraft than the ATPs meant to fly the it, and I also know some ATPs who lack the knowledge and drive to deserve to sit in the seat they're in - left or right (I'm not implying that this is the case with A320, I'm just stating something I've noted as well).

If the 737 doesn't have a RAT, how does it handle a dual engine failure?

(1) Please explain to me what is a double annular combustor as opposed to what you thought we might have modeled which is of type ...... (please fill in the blanks)

Its a Pogo Stick!!!!!!!

If the 737 doesn't have a RAT, how does it handle a dual engine failure?

Provided dual engine failure was not caused by fuel starvation you have the APU. If you don't have the APU then you have limited standby electrical power provided by the battery. Your ailerons and elevators will be very difficult to move but still possible as it's not a fly by wire aircraft. The control surfaces are attached to the controls in the cockpit by steel cables. This is known as a "manual reversion".Cam Jones

If the 737 doesn't have a RAT, how does it handle a dual engine failure?

You are supposed to glide down at a speed to maintain ~11% N2 on the NG. The starters are placed in flight mode, and the APU is started when it is determined that a start can be accomplished. (Only 1-2 attempts on batt power). After that, you simply follow the NNCs for loss of thrust on both engines, Engine Failure and shutdown, as well as engine inflight start, all while completing the driftdown.

This is getting beyond ridiculous. Each time I come on here there seems to be atleast two people trying to show-off with their supposed knowledge of the B737 and/or all things aviation related. I agree with another forum member in that PMDG should just post a locked topic showcasing screenshots and/or updates so that no more of these stupid comments can be added. RSR ought to delete everyone's posts in this thread, leaving only the screenshots and posts by himself and other PMDG staff giving us the update(s).

Once the NGX comes out, then peace will return. Until then, people are bound to argue irrationally.

Provided dual engine failure was not caused by fuel starvation you have the APU. If you don't have the APU then you have limited standby electrical power provided by the battery. Your ailerons and elevators will be very difficult to move but still possible as it's not a fly by wire aircraft. The control surfaces are attached to the controls in the cockpit by steel cables. This is known as a "manual reversion".Cam Jones

Meaning the Captain braces his feet and handles the yoke while the FO works the rudder? I'm sorry, that's just the image that popped into my head.

LOL!, all the stars of PMDG are on this topic at this moment (RSR, Tabs, Dr. Vaos, and Vin), I wonder if some new shots are due to be posted soon

LOL!, all the stars of PMDG are on this topic at this moment (RSR, Tabs, Dr. Vaos, and Vin), I wonder if some new shots are due to be posted soon

Doubtful. My bet is they're all here for the entertainment value.

Doubtful. My bet is they're all here for the entertainment value.

The "entertainment value" we provide here is about equal to that of Christina Aguilera's singing of the national anthem at the Super Bowl.