I was munching on Marmalade and toast, and sipping on Darjeeling, when Ground called to tell us that we could expect the spill would be mopped up and taxiways clear in the next 10 minutes. The MCP was set with 157kts, 259 degrees and an initial block height of 4000. We were planning a reduced thrust T/O on Rwy 26R using an assumed temperature of 34C. I had just been marveling at the fact that I could actually see shadow reflections in the Yaw Damper gauge and realized they were shadows from the clouds generated by A6.5 overhead when the radio call interrupted my astonishment. While we waited I found myself trying to look at the exterior views more than I usually do, each time I would dismiss the exultation as infantile, pull myself back into the cockpit, and then press S again. Thank-God Ground called us with a start clearance and instructions to call for taxi. The top trolley dolly rang in and indicated that the cabin was happy and I called for the packs off. Verifying the Isolation Valve was on auto and that we had sufficient duct pressure I reached up and switched the right start switch to Ground. Duct pressure increased, Oil pressure increased, N2 at Max Motoring and the engine start lever went to idle/run. N1 Rotation, EGT rising, EGT peaked and Start switch cutout- brilliant! All the while mind you, I was chuckling uncontrollably. The HP air sounds, the initial hum of the motoring engine and then the explosive combustion in the annular rings was goose bump inducing. The growl as the CFM began to self-motor and wind itself into life was characteristically perfect. Wait- I could do this all over again! So I did, this time, transferring to an external view and giggling as the characteristic CFM puff of smoke was eviscerated by the high-pressure air streaming from the core of engine 1. That’s two good starts for us then. The noise outside, pumped through my Bose system hurt my ears. It must have been ramp loud because my CFO (a leggy blond who is slightly bemused by my addiction) poked her head into the study to find out, “What on earth that racket was?”- yes, I’m smiling!I transferred to engine generators, turned the packs on and dispensed with the APU bleed and APU itself. Recall was checked. After checking my audio panel I called for taxi clearance. Gatwick was using the 26s so it was Q to J to hold short at J1 fairly straightforward you would think? After starts complete, taxi light on, parking brake off and it was time to move those thrust levers. Have you ever been on a 737 as it taxies and heard the whoosh BEFORE the whine as the pilot advances the thrust? Well I have, and this NG sounds just like it. I’ve sometimes sat in the back, in a self-righteously indignant fashion thinking that the pilot up front must be ham-fisted and should it have been me up there- I’d have way more finesse! Well folks- I can tell you I moved those levers a lot more than I usually do- not because I had to (and I promise I never used more than 30% N2- but I was having too much fun listening to the engines whoosh before they would whine, watching the levers move smoothly in their pedestal cut-outs and marveling over the realistic action of the synthetic throttle lever boot covers as the levers moved between them. Fabulous stuff- unimagined in FSX until NOW! Did you ever imagine a day where our simulation would simulate the fabric covering up the center pedestal throttle cut-outs accurately? These do, and they smoothly separate and come together, so it looks as though you are moving a throttle lever in a 737-800 in its gate. I was having such a good time that I decided we NEEDED to turn down K, run down to P and take the long way round. If my chief pilot reads this- I’m sorry Stephen- I couldn’t help myself! And for the others, YES the NGX taxies beautifully.The flight controls were checked, transponder was set to 2000, final load-sheet was received, flaps selected, Rwy, Speeds EPR and LNAV all set. Trims for today were 5.2, 0 and 0 at 25.1 MAC. About the time we trucked towards P we switched to Tower. Gatwick was its usual temperature- about 1 crisis short of chaos- yet, completely under positive control.For those unfamiliar, the LAM 4V has a lovely 180 degree turn shortly after departure. Straight ahead on 259 degrees, at D2.3 IWW (Gatwick VOR) a right turn to intercept the 261 radial outbound from the Detling VOR and an initial block height restriction of 4000. ACORN comes at 5000 and at D10 DET the SID turns left to intercept the 159 radial from LAMBOURNE. All in all a satisfactory initial departure choice in this new aeroplane. From LAM it’s N57 to WELIN intersection and then T420 to TRENT. Probably a DYANE arrival, but we’ll see.Taxi was fun- I wasn’t used to such wide taxiways (or maybe I’m used to a wider aeroplane?) but I had a splendid time tracking center-line and panning around. The heater elements in the front windshield are amazing……and when’s the last time you tried to read (backwards) part and serial numbers etched realistically in your windshield glass?Shuttle 2914 position and hold Rwy 26R. Exterior lights went on, flaps were confirmed, strobes went on entering the runway……a last glance down, Parking Brake set, Thrust Levers closed, Autobrakes were RTO, Flaps were set, spoilers were down, Autothrottle and LNAV were engaged, Packs off………and there we sat winking in the morning light, sun illuminating the dew still on the upper surfaces of the wings and fuselage She was ready to earn her keep…..would she fly?

great story... cant wait to try it myself!

Lovely story! Sounds superb, A picture of the wings would be superb if possible.

I actually prefer these great stories without pictures! Leaves something to the imagination! :)Excellent stuff, much appreciated.

Another magnificently told story - the last description of morning light in the cockpit with the dew in the wings really has me thinking. Thanks for taking your time to do this. Regards

I don't want your marmalade and toast... i want the NGX now !

I fancy mozzarela and tomato on toast myself. :( Great story!

God I love a good Darjeeling tea.

I actually prefer these great stories without pictures! Leaves something to the imagination! :)Excellent stuff, much appreciated.

+1

You said something about the 'Whoosh' before advancing the throttles.If I remember correctly, and feel free to correct me if i'm wrong, I recall Ryan saying something about a VBV (Variable Bleed Valve).. I think..Is this the noise you were talking about? I can't remember if he said it was implemented.You said something about the 'Whoosh' before advancing the throttles.If I remember correctly, and feel free to correct me if i'm wrong, I recall Ryan saying something about a VBV (Variable Bleed Valve).. I think..Is this the noise you were talking about? I can't remember if he said it was implemented.

Agreed! Pictures are great, but without pictures you can use your senses and make it feel like your really there! Cant wait till it's on my drive, I'm getting excited!

Agreed! Pictures are great, but without pictures you can use your senses and make it feel like your really there! Cant wait till it's on my drive, I'm getting excited!

+1 Pictures = less time testing.

I actually prefer these great stories without pictures! Leaves something to the imagination! :)Excellent stuff, much appreciated.

+1 - We've seen enough pictures.I tried to do a flight in the MD11 yesterday. I didn't even finish the flight. I'm spoiled by the NGX and I dont even have it yet.

+1 - We've seen enough pictures.

I agree with Noah on this. Pictures we have seen, and they do show a plane that is full of detail on the visuals, but it is this stuff, the "feel" of the plane that I look forward the most. I enjoyed this post very much.

Carl, thank you so much for your special short stories about the NGX. You know that, once we have this work of art, we will forget all of the pictures, but we will never forget the stories by Carl Avari-Cooper. As a matter of fact, I believe I am going to collect them all and keep them in a .pdf file.:( Bob