ETOPS 737's have a extra set of batteries IIRC among a few other changes IIRC.

Speaking of dual engine failure (dead stick), I wonder whether the 737NG would be able to perform a stunt like the Air Transat A330 over the Atlantic.. The crappy FSX default 737 model can do almost anything so i have written it off a long time ago. But with the PMDG attention to details, system representation and I bet as realistic as possible flight model, it is time for some experimenting ...

Forget the problems of starting the APU (maybe) - the bigger issue is loss of electrical power to the systems!!!!! You don't need to be losing the flight deck because you lost electrical power and had to wait for the APU to start... In that time the systems would lose their data. The APU needs to *already be running* to ensure continuity of systems and no power interruption, except for the transition from engine generator to APU. Best regards,Robin.

At a 150-200pounds per hour, its not such a big deal to have the apu running. Besides what if you go to start the apu and find out it jst dont work period? Over the ocean and a couple hours away from any airport is not really a time I would like to find that out. And, like some have mentioned, the apu is not guaranteed to start up at high altitudes. JackColwill

Jack, Ive always been curious about the APU use on a ETOPS flight. Can you elaborate on when the APU is utilized on say a YVR-HNL flight? You mentioned that they do not always start at altitude. My understanding is you are typically at cruise alttude at the ETOPS entry point for when the APU is required from that point on. So is it safe to assume the APU is started on the gate like normal, and left on for the entire departure until the ETOPS exit point? Can you shed some light on this? Thanks

I remember it being mentioned by a 767 Captain that they found it easier/cheaper to just having the APU running from gate/departure than having to decend to start the APU in flight for ETOPS.

Jack, Ive always been curious about the APU use on a ETOPS flight. Can you elaborate on when the APU is utilized on say a YVR-HNL flight? You mentioned that they do not always start at altitude. My understanding is you are typically at cruise alttude at the ETOPS entry point for when the APU is required from that point on. So is it safe to assume the APU is started on the gate like normal, and left on for the entire departure until the ETOPS exit point? Can you shed some light on this? Thanks

Yep you're right, Shane. The APU is running at the gate on departure and we leave it on until the ETOPS Exit Point.JackColwill

But i think there is a problem with the RAT to, when you are about to land (let's say a 767) with only RAT powering the airplane, you start flying slower, and the RAT will stop producing power due to the speed, and you lose all hydraulics, and that can be a problem when you are 200-100 ft above the runway, am i right?

Yes this is an issue and the Operating Handbook sets speed limits and other limits when flying with the RAT, for example in the C-17 the RAT only powers Hyd system 4 and you have to maintain 130KCAS. But you won't have to worry in NGX:) VRTodd

Last place I flew, it was mostly APU on at the gate and off at ETOPS Exit Point, but we had one run out to Urumqi, China, were you didn't turn the APU on until you were something like 30 minutes to Entry.

No, as the 737 NG has no RAT.. :-)

Only if one got into the baggage compartment ! lol