Thanks. I got the very same informatiom from this website.

That is an awesome website. I can't believe I've never seen it before. Thanks for the link, it's going to go into my daily blog check section. :biggrin:Looking at dates for Southwest, it seems like for the most part it takes them ten to fourteen days to go from first flight to delivery. Also interesting to see that some of their planes go to KPHX and some go to KDAL. I wonder why that is?

That is an awesome website. I can't believe I've never seen it before. Thanks for the link, it's going to go into my daily blog check section. :(

I found that when I was searching the delivery route Gol uses at google, accidently. As some people say, the best findings are made accidently. And talking about test flights ( :() yesterday I created the ideal test airport using Airport Design Editor X. It's a GREAT freeware tool. Very easy to use. Just don't ask me where to find it because I forgot and it's not very easy to find. The airport already existed in FSX. It's Embraer's base airport in a small city in the state of São Paulo. It's ICAO is SBGP.In FSX the only thing it has is the runway, which is realistic and is about 16.000 feet long with the correct displace threshold distance at R02 of +/- 1950m. I added taxiways, small, medium and heavy gates, ILS Cat III in each end of the runway with OM, MM and IM, ALSF-2 (Approach Lighting System with Sequenced Flashing Lights configuration 2), touchdown, REIL and end lights, runway and taxiway centerline and edge lights, precision approach markings, a VOR, a NDB, buildings, tower building, a blast pad at the end of R02 (beggining of R20) taxi signs, two turning bays, one at the end of threshold of R02 and other at the end of the displaced threshold, and Tower, Clearance Delivery and ATIS frequencies, which don't exist in the real world at this airport. That's all I remember now.If I missed something, please tell me :(.

Matheus,Gol uses the aircraft registration as the call sign on delivery flights as opposed to a special flight number. So the last delivery was flown as PR-GUF. There’s actually a Gol 738 at Renton right now. It should be making its B1 flight soon probably as BOE601 and when it’s delivered it will fly as PR-GUG. They all seem to go to SBSP via SVMI on delivery.Brian

Matheus,Gol uses the aircraft registration as the call sign on delivery flights as opposed to a special flight number. So the last delivery was flown as PR-GUF. There’s actually a Gol 738 at Renton right now. It should be making its B1 flight soon probably as BOE601 and when it’s delivered it will fly as PR-GUG. They all seem to go to SBSP via SVMI on delivery.Brian

That's the information I have. I found it weird that Gol uses the aircraft registration as a callsign. Many other carriers use an actual flight number. I'm wondering what is the registration of the aircraft PMDG used to make the paint job.Glad to know we have another 737 to be delivered.

Could someone from PMDG tell us how is the test routine Boeing uses to test aircrafts when they leave the assembly line? I'd like to do some testing before taking the 737 home.

HI Matheus,I cannot answer you for the Boeing 737, but on the Airbus A320 we have an extensive manual called the "Acceptance Manual". I belive this is what Boeing calls the C1 flight. I don't know if this is what you are after, but this one covers pretty much everything and it's a sort of read and do check list. For a brief overview here is some of the things it covers: Checking all straps in all stations, checking emergency equipment, checking the batteries, testing how the APU behavies under load and non-load, testing of the GPWS/EGPWS. Checking all the FUEL and HYD logics as well as wheel brakes. This is just some of the things you have to do for the Ground Check. Then comes the Engine Run checks inclouding Engine assurance checksFinally the Flight Test. The basically profile is climbing upto FL310 checking various systems on the way and stabilize there and record the engines and trim. then climb to FL390 for the cabin leakage rate and APU start. Decent at VMO and at FL140 to FL100 check of the flight protection. Then an approach is made with an automatic goaround. followed by altenate gear extension and an autoland. That's pretty much it for the Airbus. this will differ for the Boeing 737NG, but the basic principles will be the same.

That's what I'm after. I knew it is a extensive test flight, but I didn't know what exactly is tested there. I'm also interested in the B1, the test Boeing itself makes with the plane what it leaves the assembly line. I'd appreciate if someone could give me informations about it too.

HI Matheus,I cannot answer you for the Boeing 737, but on the Airbus A320 we have an extensive manual called the "Acceptance Manual". I belive this is what Boeing calls the C1 flight. I don't know if this is what you are after, but this one covers pretty much everything and it's a sort of read and do check list. For a brief overview here is some of the things it covers: Checking all straps in all stations, checking emergency equipment, checking the batteries, testing how the APU behavies under load and non-load, testing of the GPWS/EGPWS. Checking all the FUEL and HYD logics as well as wheel brakes. This is just some of the things you have to do for the Ground Check. Then comes the Engine Run checks inclouding Engine assurance checksFinally the Flight Test. The basically profile is climbing upto FL310 checking various systems on the way and stabilize there and record the engines and trim. then climb to FL390 for the cabin leakage rate and APU start. Decent at VMO and at FL140 to FL100 check of the flight protection. Then an approach is made with an automatic goaround. followed by altenate gear extension and an autoland. That's pretty much it for the Airbus. this will differ for the Boeing 737NG, but the basic principles will be the same.

Will PMDG publish a C1 for the NG(X) so we can do the same procedures before delivering the aircraft to our respective companies?

That would be really nice!Or at least some information regarding the real life delivery process

WestJet is taking delivery of a new -700 today. Delivery flight, not a Boeing test. WJA9506 BFI-YYC C-FIBW Tail 266. Once it arrives we usually have it in the hangar for 4-5 days doing acceptance checks where we install the WJ specific PA system, placards, do various tests, and other things thats escape my mind right now. We then ship it YYC-MCO to get Live TV installed before it enters service. Having a peak at the DXP relese while its being built right now, before its even filed with ATC, thus no flight aware link just yet, It looks as though its a pretty standard BFI-YYC flight, typical route, typical alt. Hopefully I will be simulating this flight within the next week or two Im jealous of those who have multi leg ETOPS, no payload, full fuel delivery flights ahead of you.

My first flight will be from Boeing Field to Stockholm-Arlanda in my new Scandinavian 737-600.Not sure which route to take yet. I guess there will be at least one landing on the trip?

My first flight will be from Boeing Field to Stockholm-Arlanda in my new Scandinavian 737-600.Not sure which route to take yet. I guess there will be at least one landing on the trip?

I take this in Swedish!Tjena... Tror Keflavik landade dom på sist i mellanlanding. Men en del säger att 737-600 grejar hela vägen, vilket jag har svårt att tro./carl

Well things may have changed since i was last up there (the 757 was still being made!) but it use to be as follows,Aircraft built at KRNT, they were left unpainted (apart from the rudder which was), and then first flight was always from KRNT to KBFI. Testing was then down out of KBFI.The reason was due to KRNT having a very short runway and its not really suitable for all these test flights. Aircraft were painted and fitted (if the airline wanted) at KBFI and then delivery also took place there.KBFI was also the delivery for some of the larger jets also. I remember seeing a brand new BA 772 departing KBFI to London back in 96! She was one of the first BA 772s that they got.For my VA, we are grabbing some B738s for our European hub at Geneva (Eurocay- a division of flycay.com) and making it an event for the delivery of our aircraft. Routing is KBFI- Gander-Shannon-Geneva to allow pilots to choose legs of different lengths and be apart of the delivery event!

Im jealous of those who have multi leg ETOPS, no payload, full fuel delivery flights ahead of you.

I bet some of them will be jealous of you. You'll get to do another flight while they are just getting started with their long-haul. :(

The CAA has typical Check or "Acceptance" Flight Profiles on their website: http://www.caa.co.uk/default.aspx?catid=1455&pagetype=68The 738 is document number CFS 300, and the 737 is just below that.Although not airline specific or from Boeing, I think it's a pretty good representation on the flying and maneuvers conducted during an Acceptance Flight. I would expect Boeing's or a carrier's own profile to be pretty similar.I've printed out a copy to read through, and already started "rehearsing" for the flight :)