zubart

I have an 8700 too and installed a 960 in it and It would not boot up at first. It's been a while, but I remember it was a simple fix like a BIOS update from Dell.

I agree with your post. I've been a long time FXS user. I picked up XP 6 months ago and have been very impressed with some of the lighting effects and emersion factor. I also like the freeware airports that look amazing and add to the emersion. The add-on aircraft fly very well and realistic in XP and I'm very happy with the Saab, Carenado, JAR330, and FFB767. XP is relatively easy on the wallet too for what you get. Now I probably go to XP 3 out of 4 SIM events. There are room for improvements to be made in XP, but for now XP continues to draw me in .........

Ok Kyle, Done. Operations Center says I have Version 1.10.6461 and the NGX is running really good. I do like the livery downloader too... thanks.

Rich and Kyle, thanks and very helpful. That old saying applies here, "if it ain't broke, don't fix it'...... I think I'll skip the update again for now....

Ok. I'll keep that in mind, still using FSX.

Thanks Rich. I'm rather happy with my current install but thought I'd give the update another consideration by reviewing the changes. I actually remember a lengthy list. Anybody?

I haven't' updated my NGX yet. I was planning to do that this weekend but would like to review what the NGX update changes. I've searched the forum but can't find this list. Could someone provide a link or the actual list of changes? Thanks,

It's the weather radar controls.

N1 Limits are selected automatically by the FMC. If you go to the N1 page, you'll see AUTO is the default mode. You can manually select N1 though. If you don't want the default TO (max N1 limit) you can select a de-rate or put in an assumed temperature in the SEL TEMP on the Takeoff Ref page. For climb, the FMC defaults to CLB (max N1 climb limit). CLB-1 reduces climb thrust by 10% and CLB-2 by 20%. Normally these last two are not selected as it uses more fuel in the climb phase. ACCEL HT is the altitude that flap retraction begins and the airplane accelerates towards flaps up climb speed. Cutback is an altitude the N1 rolls back and restore is the altitude that CLB N1 is restored. This is use at airports like KSNA that require a quiet climb out after takeoff (Noise Abetment procedures). At cutback altitude, (800 feet AGL at KSNA), N1 TO thrust goes from TO to about a 25% roll back (about 78% N1) The pitch attitude must be lowered to maintain V2 + 15 until the restore altitude.

Thanks!

I just purchased, downloaded and installed the B737-8900 base package. Do I need to install SP1c or does my download already have the SP1c update applied? If the questions been asked before, my apologies. John Floyd

Like some of the posters have already said, the best answer is there is no CFR requirement for a minimum fuel quantity for landing. For domestic operations fuel planning, CFR 121.639 says you have to have enough fuel to accomplished the planned flight whether to the destination or furthest alternate, and after arriving have at least 45 minutes of fuel remaining (planning). However, during the actual flight, that 45 minutes of extra fuel can be used to get the airplane safely on the ground, even if the airplane lands with 10 minutes or even 1 minute of fuel remaining in the tanks, it's still legal. CFR 121.639 Fuel supply: All domestic operations. No person may dispatch or take off an airplane unless it has enough fuel— (a) To fly to the airport to which it is dispatched; (b)Thereafter, to fly to and land at the most distant alternate airport (where required) for the airport to which dispatched; and ©Thereafter, to fly for 45 minutes at normal cruising fuel consumption or, for certificate holders who are authorized to conduct day VFR operations in their operations specifications and who are operating non-transport category airplanes type certificated after December 31, 1964, to fly for 30 minutes at normal cruising fuel consumption for day VFR operations.

The #2 Nav is not labeled right! It's incorrectly labeled as a Collins Comm, even though it works correctly as a Nav radio. It should say, Collins Nav.

When I flew ETOPS, I would turn on the seat belt sign as I started my descent out of our cruise FL. I would make an announcement to the passengers about 10 minutes prior that the seat belt sign was going to be turned on for the descent and this would be a good time to do anything they needed to do (like use the restroom or fiddle with their overhead bags), and also update them on the landing time, WX, etc. I would turn the seatbelt sign on because of unknown turbulence in the FL's below. Some captains will just leave the seatbelt sign on for the entire flight, turbulence or no turbulence, especially on very short hops.

Thanks Mark. I agree. I didn't read the entire post the first time. :blush: I see now that he had turned off the APU.