If it worked, which it cant. I have three aircraft that have a Wx Radar and they are absolutly worthless. Do not offer any usable information regarding the flight and safety of the aircraft.

QUOTE

This explanation drives me to the conclusion you are are a real liner, BTW thanks a lot. Which plane do you fly in the reality ? Your inputs are and always will be much much much appreciated. Please enlighten us more often

I wish I was working for an airline... unfortunately, I'm still working on the PPL!

WILL THE PMDG 737 NGX HAVE FMC?HAHAHA

the bathroom door and the thing you can do with the flight attendant in their. Well I hope you can do it on the next PMDG model

When encountering severe weather (CBs, severe turbulence, etc.) you would initially ask ATC for a clearance to deviate off track. In radar airspace, this will typically be approved as the controller can simply monitor to make sure that you're 5NM from other aircraft at the same level and make sure that you aren't on a collision course with them! However, in non-radar airspace, controllers must apply much larger separation standards - in oceanic areas, aircraft with basic RNAV equipment must be separated by 80NM! In addition, this separation is based entirely on your flight plan because they cannot see where you are. If the controller cannot produce a separation standard, he/she will deny your request for the deviation. The final decision is made by the pilot-in-command. If he/she judges that it is unsafe to continue on the cleared route, then the PIC has the authority to deviate from the ATC clearance to ensure the safety of the flight. It is for this reason, the phraseology used by ATC when denying a weather deviation is: "ABC123, clearance to deviate is unavailable due to traffic [ATC passes information about the restricting traffic, and any possible conflicts should the PIC decide to deviate]. Advise your intentions." You can see that ATC is expecting that the PIC will deviate from the clearance. In addition to this, HF communications are used in oceanic and areas where VHF is not feasible. On HF, pilots are permitted to turn down their radios until they receive a SELCAL (good topic for another discussion). Because most pilots won't be aware that an aircraft is deviating and is no longer being separated from them by ATC, the pilots of a deviating aircraft also make a broadcast call on the inter-pilot frequency (123.450 MHz), which is one of the VHF frequencies that pilots should be monitoring while on HF. This broadcast begins with "PAN PAN" and states the intentions of the pilots and is just a notification to everyone in range that they should pay extra attention to their TCAS and visual scan. Of course, just like after an emergency, the pilots will have to fill out some paperwork.. but this is a better outcome than ending up like AF445! Cheers DZ

Fortunately, ATC has never denied me deviation without providing alternatives, even in congested airspace in Europe and the Eastern US. As far as Oceanic is concerned you still have to request deviation for weather unless you are using SLOP(Strateigic Lateral Offset Procedures) which allows the pilot to deviate 1 or 2nm to the right of course, with emphasis on the 1 or 2, some make the mistake of thinking it is anywhere from 1 to 2. This is often done to avoid wake turbulence from an aircaft overtaking you from above. You are still in controlled airspace because there are aircraft that may be routed through the NAT's that are not assigned to them.SELCAL is a nice feature, but CPDLC (Controller Pilot Datalink Communications) which allows you to recieve "text" messages from ATC and send them as well lets you avoid trying to get on the radio and fit a word in. Especially when speaking to Gander and everyone is trying to get their Oceanic Clearance. Specific requirements and procesures are found in the GOLD Global Operational Data Link Document derived from ICAO regs. VRTodd

Will it have these hidden pages modeled? :Dhttp://www.b737.org.uk/fmc.htm#Hidden_Pages

No word yet about the Pogo Stick ??

It's in there, along with a slightly higher tech surprise.

Will it have these hidden pages modeled? :Dhttp://www.b737.org....tm#Hidden_Pages

Yes, they're modeled.

Yes, they're modeled.

As much as I have come to expect from PMDG they also still manage to suprise me, I didn't expect these "hidden pages".

Yes, they're modeled.

:( Wow. Great Job PMDG. Chris.

It's in there, along with a slightly higher tech surprise. Yes, they're modeled.

Awsome!

Ryan, I hope that Pogo Stick is certified with the ships equipment.... Wouldn't want the FAA to get upset... LOL

How do you get to these pages since you have to press buttons simultaneously?

It's in there, along with a slightly higher tech surprise.

OMG A Segway? This IS the future!

About ATC clearance, deviation and rules, only one tiny addition to the massive discussion: ATC can be notified about a bad weather, advice, inform etc. Eventually, if you are flying directly into a monserous CB on your route, you have ability to know it in advance (WXR, visual sight), and you think it might be a danger to the plane, you fly the plane to safety. When possible, talk to ATC, resolve problems, saparations, restricted routes and areas. But initially get the aircraft out of immediate obvious danger. If along doing it you broke a rule or two, at least you live to explain your actions later, on solid ground and with your undamaged plane. along with the passengers you are responsible of. This was just another point of view. Ofcourse ATC interaction and cooperation can be the best way to avoid conflicts. But the obvious immediate danger overrides any rule. Wurst case you don't communicate, they'll hold and divert other traffic away from you - the sky is big enough. Trivial weather avoidance solutions, even due to only turbulence with no phisical danger: Request specific heading vecor, request other altitude. In accordance with your WXR. Ex: "Swiss radar, Elal 347 request heading 340 to avoid". As simple as that, no big deal. just check what it does to the rest of the route and vertical profile calculations. Another thing: passing right above visual bad weather in what seems to be a clear path will usually give good turbulance nevertheless. The air is thrown up and down from the visually seen clouds, so usually lateral avoidance is the best way.

How do you get to these pages since you have to press buttons simultaneously?

No need to press multiple buttons at once. LATERAL OFFSET is available from RTE and INIT/REF INDEX pages.ALTERNATE DESTS is available from INIT/REF INDEX, APPROACH REF, RTE and NEAREST ARPTS pages.NEAREST ARPTS is available from the ALTERNATE DESTS page.