I read it, but obviously I have to read it again. Even if I can handle the B737NGX quite well (but far away from knowing each and everything) the given information for the T3 is specific enough to be quite overwhelming when trying to manage a first flight while reading the manual. It's definitely a different focus, at least for armchair pilots like me.

 

I'm assuming you're referring to the T7 when you use T3.

 

That was actually one of our worries in the Beta process for the original release of the T7.  If you look at the intro manual, there is a specific page that begins with something to the effect of "this is not the NGX!!!"

 

Many a pilot has gotten themselves in trouble by assuming a Boeing is a Boeing.  Definitely take your time when reviewing the intro docs and tutorials with any new plane!

 

 

 

I should have used the term "adequate" instead of "relevant", sorry. The answer is simple: The same time I'm trying to understand the T3 (including the books, of course), I'm on a pathfinder tour trough PFPX, and there the term "adequate airport" is used in this context.
 
However, thanks again for you patience, I'll keep reading.

 

PFPX is its own bear.  It's a wonderful program, but a lot of simmers don't realize that the program can do a lot of things that professional dispatch programs can do.  That flexibility can make it difficult to learn because of the depth available in it.  That means you can do some pretty awesome stuff, but it's not going to do all of that awesome stuff unless you tell it to.

 

Most simple example:

THE WEIGHTS AREN'T RIGHT ZOMG!!!

---Of course they aren't.  Each plane within a fleet can weight a different value.  The weight boxes are editable fields for a reason!

 

I'd take time to study one or the other.  I think I have some decent intros to PFPX through some intermediate functions at the link in my sig, if you're interested.

I'm assuming you're referring to the T7 when you use T3.

 

Opps , it's obviously time go to bed earlier...

 

 

 

"this is not the NGX!!!"

 

Many a pilot has gotten themselves in trouble by assuming a Boeing is a Boeing. Definitely take your time when reviewing the intro docs and tutorials with any new plane!

Yes I noticed it and definitely I didn't.

 

 

Most simple example:

 

THE WEIGHTS AREN'T RIGHT ZOMG!!!

Yeah, I followed it up in the related forum and I strongly tend to say that I agree completely with you. However, some aspects are disturbing. They can't be handled as there is almost no "real" way out to do it, e.g. error messages dealing with airways and/or waypoints to be clarified with National Authorities (like "Route 130 Unknown Designator <name>"). However, it's OT here. Nonetheless, I'll surely visit you channel as I already did in the past. It will take some time but I'm confident to find my way handling things according to the books. :p0129:  

 

At least I didn't destroy any engine nor anything else of my T7 up to now (as I did more than once with PMDG's J41).

Hi Axel,

 

With ETOPS, because the process requires me to nominate diversion airports within my ETOPS rating, I only add those 2 or 3 airports to my ALTNS. Then I know roughly where they are if I have to divert. I also add the waypoint of the equal-time point to my route so that I am prepared to make the diversion airport decision, if necessary.

 

The same goes with re-dispatch in that the re-dispatch point may added as a useful waypoint, if desired.

 

Apart from those situations, I would not enter additional airports which can complicate the instruments unnecessarily.

 

HTH.

Regards, Richard

Thank you very much Richard, that's a helpful advice.

 

Meanwhile I practised a few more flights and did already some of those things, but not everything. I didn't deal with re-dispatching for instance up to now, I'm still a trainee (a jump-seater in best case), I'm afraid.  :rolleyes:

 

EDIT: I want to take the opportunity to thank the OP Andrew for his "•FMC" question. Now I'm looking forward for getting updated ALTN airports and not only weather reports.

Hi Axel,

 

Some of the facilities available with the 777 are indeed quite complex. I suggest that you start to use them gradually so that you have time to really understand each of them.

 

I have found that trying to master everything too quickly ends with little understanding of an awful lot

 

Best of luck,

Regards, Richard

 

 

I have found that trying to master everything too quickly ends with little understanding of an awful lot

Best of luck,

Regards, Richard

 

Well, I can't read and keep things in mind forever when doing it the first time, I have to read again and again even if I got the big picture from the beginning. However, thanks to the [P] key there is a form of slowing down reactions to a agreeable degree if necessary. -_-

 

I have to read again and again even if I got the big picture from the beginning

 

Don't be embarrased by this, I still keep the manuals open in the Adobe reader while flying and even if I don't have an issue I will often browse items that happen to interest me at that time. ETOPS operations is at the very core of this aircraft, which was the first production aircraft to ever be certified for ETOPS without any operational experience (much to the chagrin of Airbus). I enjoy managing the ALT list and setting up range arcs and on path waypoints while enroute, it gives me something to do. Also, the default ALT list is not representative of something you'd see realistically. For example, you will not plan to divert to Shemya on the PACOTS routes but instead select Cold Bay because Shemya is strictly military (note this is for ETOPS planning).