I can't believe I've actually paid for this. He totally screwed up departure at flight #4, I hope he is not a RW pilot. FMC (CDU) has been wrongly programmed for selected SID and even worse flown. Unbelievable...

Wow, Im feeling like NGX support this evening

 

Nah, we are here to help each others.

 

So as I do not own AoA NGX license, be so kind and present us mistakes you found in AoA tutorial videos?

If you are dissatisfied and you are still within the 14 day "trial" period, request a refund. That is what I did. They were quite cordial about it.

I can't believe I've actually paid for this. He totally screwed up departure at flight #4, I hope he is not a RW pilot. FMC (CDU) has been wrongly programmed for selected SID and even worse flown. Unbelievable...

Hi horani, can you post with your name in signature, makes talking easier...

Ummm, Chris is a private pilot with instrument ratings in think, so, should be pretty good a flight planning. I do not have the 737NG training package, so I can't comment in detail about his flight other than what I saw in the pre-flight briefing docs he posted. I notice in these he did not mention the SID or STAR he was using. I thought because he had not determined what runways in use at that time. Maybe in his actual flight video, he mentions this? Anyway, having a quick squiz at my maps, I would imagine he would use one of the TURxxx SID's? out of 04R

 

Can you comment what you found wrong? as I have found other training material by Chris, to be very detailed. Though in his defense, I guess he and his tream could be very busy with the 777, though still not an excuse for bad flight planning.....

Regards

First of all I have to apologize to the AoA guys (Chris) as I've been a little hot headed when posted this yesterday. I've watched other 737 training videos and they are of quite good quality.

 

However I have to stand behind my opinion, that the flight #4 departure has been if not unprofessional, then at least rushed.

First he has planed the SODR5E out of rwy 04R. He was unable to find the appropriate plate and because of the first waypoint, he has decided for TURI5E departure instead, which has been programmed into CDU (FMC). He than checked the route, which has shown a crazy loop on the ND. Comment was, that sometimes the anomalies like this happen in the PMDG and they usually correct themselves and that a loop like this is not a part of the SID. Checked the rest of the route afterwards. He missed some other strange turning points in the departure on the ND during planning and left it as it is without further action. In no way you would want to do this in the real life.

After T/O he has realized, that FD is giving him strange lateral reference and had decided to disregard. Flying the SID he has realized, that there are many strange turns (at least it is what ND showed) and had tried to keep the magenta line. There were many bank angle warnings during his efforts. He has also been very late with starting the turns. After some time he has realized, that he is unable to keep with the route and has started to delete some waypoints to avoid the strange turns.

 

This was a base for my comment. He should plan and go through the departure during preflight and compare the chart with FMC. He would discover those mistakes and would have a chance to correct them before trying to fly the SID and compensate in the air.

 

To be fair I have to say, that the rest of the flight was OK and the approach into Madeira has been executed well.

Hi Horani? My pre flight would have been TUR15E to allow for the first way-point. Sometimes when you place a SID in the FMC, a bit of fine tuning needs to occur to avoid some way-points that do not follow the plate for what ever reason. Or if they are required maybe a speed restriction is in place to meet the turn radius. As you say, maybe he was too rushed and did not step though the plan prior to finalising it? As I said earlier, I do not have the AOA 737NG training package.

Regards

I do (did) own it ... and I was becoming concerned with my purchase when AOA wasn't even half done with the promised 30+ hours of tutorial before they started advertising for the new 777's coming out. From what I can tell they are rushing through the 737 coursework so as to flesh out the 777's. Now that is just my take on the matter ... I just got a bad feeling ... and processed a refund.

 

From what I can tell they are rushing through the 737 coursework so as to flesh out the 777's. Now that is just my take on the matter ... I just got a bad feeling ... and processed a refund.

Hi Charles, Maybe you are right. Now we have the 777 soon, then the 747v2, not to mention the DC6? I think Chris and his guys should concentrate on doing the tutorials well and if that means a tad slower, then so be it. I think it is a case of limited personnel resources. To be fair to 737 guys who purchased the course work, he should endeavour to do it as per agreed time frames, then start the next a/c etc. I know it is exciting to get the training out for each a/c when it is released,or close thereafter, but I think this just is not practical with limited resources to spread your self too thin. 

Regards

I've just requested a refund for flight work too.

 

The groundwork was well worth the money, but every flight work flight has been riddled with basic errors, albeit many are fairly minor. I'm sure Chris is trying his best, but unfortunately his best is not providing the professional level training that he advertises.

With the experience that I have had with AOA's 737 training I would not recommend getting their 777 product.  It has taken them more than a year to get to the point that they are now with the 737 training.  They had a lot of excuses but they constantly missed expected delivery dates and still have a way to go with the flightwork and linework sections.  They seem to treat this more like a freeware project rather than something that customers are paying good money for.  The videos are somewhat haphazard and lack a real professional approach to preparation and execution.  It could be that they will have their act together by the time they start selling the 777 training but I wouldn't bet on it.

I hope he is not a RW pilot.

 

Chris is a private pilot with instrument ratings in think, so, should be pretty good a flight planning.

 

...and this is why I hate it when people use their credentials too much.  Just because you're a pilot doesn't mean you know exactly what you're doing at all times.  [PS: I don't mean to say anyone is wrong here - just making a point.]

 

To be honest, when I control on VATSIM, any time I see RW PILOT in the flight plan comments I pay more attention to them.  Most of the people who do that seem to be students or private with little clue as to operations in an IFR environment.

 

I'm not trying to belittle his achievements, but be careful of accepting credentials at face value.  Just because you have a rating doesn't mean you know what you're doing.

 

Example:

You learn chart reading back in private pilot training, but what airspace classification is this airport (the blue one, in the middle: BKT), and what are the communication requirements?

 

I bet ya that even some ATPs will screw that one up.  It's an obscure reference, sure, but it's one to make the point that rating != all knowledge.

when I control on VATSIM, any time I see RW PILOT in the flight plan comments I pay more attention to them

I cannot believe someone actually is doing this. Its so haughty but beside that its meaningless.

It would appear critical posts are being deleted from the AOA pages; at least mine was. I gave them the benefit of doubt for the first few flights, but there are so many mistakes. They even go to all the trouble of using PFPX, then use the information incorrectly to fill in the FMC (the reserve fuel level hasn't been entered corretly once yet.)

They seem to treat this more like a freeware project rather than something that customers are paying good money for.

I think you've hit the nail on the head there.

Example:

You learn chart reading back in private pilot training, but what airspace classification is this airport (the blue one, in the middle: BKT), and what are the communication requirements?

Class E, and must be in communication with the tower on 126.2?

I cannot believe someone actually is doing this. Its so haughty but beside that its meaningless.

People do it all the time. It would be helpful if I knew they were actually real world instrument or better so I could actually use more advanced procedures, but that's neither here nor there...

Class E, and must be in communication with the tower on 126.2?

Nicely done, but how far out are you required to contact them?

 

 

Edit: went back and looked at the chart - it's actually G at the surface. I blame work distractions :shifty eyes: Either way - it's not D, as some might think. Distance question remains.

@Kyle, where do you control?