This is an important distinction to note - the actual "checklists" are very short, they don't tell you how to do every single step needed to operate the airplane - those are the normal procedures. There's some confusion about this in the FS world I think because some companies have huge step by step lists that they call checklists when they're really closer to full normal procedures. Real pilots basically commit the normal procedures to memory (these are the "flows" etc), they're not reading those out of a book/checklist.

Yes, this is exactly what I was trying to point out. Ryan explained it better though.

2 more days to go to my birthday, Februar 18th :D I was hoping that the 737NGX would be released at this date but I think I'm wrong :( Really poor, because 18th my holiday will start. 1 week free of school :( Was hoping to fly the 737NGX then.:(-By the way, Ryan:The Flight Crew Training of the 737NGX will fully describe for example how to start up the engines? It will describe how to start-off from a cold and dark cockpit? It's will describe what to do before push back, before taxi, before take-off, what to do en-route, what to do before decending, approaching, landing, taxi, engines shut-off etc?In other words, the 737NGX Flight Crew Training will fully explain how to operate the 737NGX from begin to end?Kind regards

No. For this you will need the FCOM Vol 1. FCOM Vol 1 is full of step by step proceedures or flows, and FCOM Vol 2 has all of the specific system information. (FMS, air, pressurization, fuel, etc. )I have the captains set and it is fantastic!

Yes, this is exactly what I was trying to point out. Ryan explained it better though.No. For this you will need the FCOM Vol 1. FCOM Vol 1 is full of step by step proceedures or flows, and FCOM Vol 2 has all of the specific system information. (FMS, air, pressurization, fuel, etc. )I have the captains set and it is fantastic!

Aah oke. And what kind of manual is the Flight Crew Training then?

I view it as mostly covering general 737 principals. For example, it explains how to taxi. In its explanation of taxiing, it talks about the fact that the nose wheel is behind you so when you turn you have to go past where you want to turn for your nose wheel to be on the centerline. This is just one example of the types of things that it talks about. It has sections on different things, like flaps for example. It is much smaller than even one FCOM volume. It also reads more like a book than the FCOM.If you want details and picture comparisons of the different manuals, I highly recommend reading my review of the manuals!http://forum.avsim.net/topic/320780-in-depth-review-of-ngx-manuals/

This is an important distinction to note - the actual "checklists" are very short, they don't tell you how to do every single step needed to operate the airplane - those are the normal procedures. There's some confusion about this in the FS world I think because some companies have huge step by step lists that they call checklists when they're really closer to full normal procedures. Real pilots basically commit the normal procedures to memory (these are the "flows" etc), they're not reading those out of a book/checklist.

Only as a small addition, the "checklists" are there to actually "check" (and not perform) items that have already been done beforehand. Just as a small example, the after take-off checklist of many planes usually contains "gear up" and "flaps up". But no one would actually think of performing these items by the list (how would you do that). Instead, the gear will come up immediately after take-off once a stable climb has been established, then then flaps will be retracted on schedule. At some point during climb the checklist should be read, say for example at transition altitude, and now you have the opportunity to "check" that the listed items have been performed, and eventually correct if neccessary and something has been forgotten. But these in-flight checklists are definately no "do-lists". That's usually more a QRH thing I would tend to say. Anyhow, as Ryan pointed out above these normal checklists only list quite critical items that are absolutely neccessary for safe operation (plus maybe a few more). There is not every single possible item covered, say for instance 'landing lights' is not quite considered critical and hence not covered. Probably a bad example but I think you get the point.

I know I'm going to be hated for this...But imagine this scenario, I'm on a American Airlines 737-800 Dallas > Miami. I just so happen to be reading my PMDG 737 NGX Manual as both Pilots gets killed by Ninja assassins. With the aid of your Manuals PMDG do you think I would behold the knowledge of bringing the bird to the asphalt? And under what circumstances would they ever let a minor bring a plane in for landing?

I know I'm going to be hated for this...But imagine this scenario, I'm on a American Airlines 737-800 Dallas > Miami. I just so happen to be reading my PMDG 737 NGX Manual as both Pilots gets killed by Ninja assassins. With the aid of your Manuals PMDG do you think I would behold the knowledge of bringing the bird to the asphalt? And under what circumstances would they ever let a minor bring a plane in for landing?

Unfortunately, Ted Striker is sitting next to you, and he will be landing the plane.

I know I'm going to be hated for this...But imagine this scenario, I'm on a American Airlines 737-800 Dallas > Miami. I just so happen to be reading my PMDG 737 NGX Manual as both Pilots gets killed by Ninja assassins. With the aid of your Manuals PMDG do you think I would behold the knowledge of bringing the bird to the asphalt? And under what circumstances would they ever let a minor bring a plane in for landing?

Since the manuals are official Boeing, they would be sure to help.Pretty much under no circumstances. All the flight attendants (or at least the head) are trained for limited emergency flight operation, and could land the plane. Assuming someone took them out, you would then have to force your way through the chaos that has erupted on board and convince 200 adults that you, a minor, are more qualified to operate the aircraft. Not an easy feat. I've though this through many times before, but with the PMDG747. Assuming you got this far, you would then have to assure the controllers you know how the airplane works, and better than a (literal) planeload of passengers.

You need both the normal procedures from FCOM1 and the stuff in the FTCM to get the full picture. The FCTM is more about piloting techniques - it contains naratives on how you should operate the airplane - it's not telling you the exact combinations of switches and whatnot (that's the Normals) but rather written instructions on how to properly conduct each phase of the flight in a more general sense as it relates to actually flying the airplane.

And how much different will this be than in Flight Simulator Terms? Will it be really difficult?Also, does having cancer in your past life affect your ability to become a pilot? What if your vision isn't perfect?

I know I'm going to be hated for this...But imagine this scenario, I'm on a American Airlines 737-800 Dallas > Miami. I just so happen to be reading my PMDG 737 NGX Manual as both Pilots gets killed by Ninja assassins. With the aid of your Manuals PMDG do you think I would behold the knowledge of bringing the bird to the asphalt? And under what circumstances would they ever let a minor bring a plane in for landing?

Reading a manual doesn't teach you how to fly. It teaches you systems, theory on flying and/or suggested techniques. Same goes for desktop sims. I really don't want to add more to that statement so don't be pedantic. :( Here goes a long and off topic discussion! :( Speaking of manuals, I have vol. 1-2 of the FCOM but don't have the time to read front to back what with school and studying CFI material. Anyone wanna suggest the interesting parts :(

And how much different will this be than in Flight Simulator Terms? Will it be really difficult?Also, does having cancer in your past life affect your ability to become a pilot? What if your vision isn't perfect?

It used to be if you wore glasses you couldn't fly. But now as long as you have acceptable vision you may wear whatever to get there, including contacts and glasses. I can't answer for cancer.

And how much different will this be than in Flight Simulator Terms? Will it be really difficult?Also, does having cancer in your past life affect your ability to become a pilot? What if your vision isn't perfect?

I actually have a friend that had cancer as a young child. He now holds a Commercial SEL/MEL. As I remember, though, he had to jump through hopes with the local medical examiner and had to get some sort of waiver. At that point he was applying for a Third Class Medical and Student Pilot's License.

I know I'm going to be hated for this...But imagine this scenario, I'm on a American Airlines 737-800 Dallas > Miami. I just so happen to be reading my PMDG 737 NGX Manual as both Pilots gets killed by Ninja assassins. With the aid of your Manuals PMDG do you think I would behold the knowledge of bringing the bird to the asphalt? And under what circumstances would they ever let a minor bring a plane in for landing?

It will certainly help you with setting the aircraft up for an autoland but physically landing is way different than in the sim. Before I had gotten my PPL, I had been simming for almost 10 years. I basically had to brake all these bad/incorrect habits I developed. After you learn it in the real aircraft however, it's actually easier than a sim. When I went on to my instument training, I HATED the sim I had to use as part of my program.

I love this!! best regrads

Love the photo christian,BA B744 are lovely looking :D@Ryan and the team, Where are we in terms of development, what are you guys currently working on at this point to get us possibily finished?@PMDG last year there was a lot of talk about a secret project, and also a remake of your PMDG B747-400 Queen of the skies.. Are these projects still in mind and will still go ahead?Alex