zubart

Note sure if this was mentioned,,,,,,1964, "Fate is the Hunter", Glenn Ford. Great movie!

I would have to say x-plane 10, IXEG's 737CL and PMDG's DC-6. I fly more x-plane now than FSX.

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.

I'm fairly certain :blush: that if the IDG's are off line (two blue GEN OFF BUS lights) after takeoff, they will not connect automatically to the buses unless Boeing has modified the system in the last 5 years. The APU should continue to power both buses after takeoff until each IDG is manually connected to it's bus. A big clue that something's not right (besides not looking up at the overhead panel), is the call from the flight attendant saying there's no galley power (load shedding) and you look up on the overhead panel and see the galley switch is already on! Whoops! Another early clue if you pick up on it as the airplane lifts off, you might hear some suttle electrical contactors switching behind you in the E&E compartment, but it's not automatically connecting the IDG's to the buses. That has to manually be done.

In this approach, after flying the HGD 156 degree radial out bound and a procedure turn as depicted within 10nm of HGD, there is no FAF designated (with a maltise cross becuase the VOR is located at the airport). Therefore, in the absence of a FAF, descent to MDA/H is made once the aircraft is established inbound on the final approach track, the HGD 358 degree course.

After the flap are retracted, dial in 250 kias in the IAS window or select VNAV unless you've been given an ATC climb speed restriction or the SID specifies a minimum speed segment. Your company my specify another altitude for acceleration as low as 400 feet agl (CFR) to 1000 feet agl more common for 737 Ops). The captain, during an engine out emergency may use what ever acceleration height deemed necessary in the interest of safety. No, usually not on SIDs (US). Acceleration heights can be found in company SOP's.

Hi Bruno, Let me add some things. Yes, refer to the QRH for non-normal's. If the AUTO FAIL light is illuminated, the QRH will lead you to go to the backup, ALTN mode. The ALTN automatic controller is identical to the AUTO controller. Both provide the same service. If the AUTO FAIL light goes out and pressurization is under control after you switch over to the ALTN mode, you can continue to your destination at your normal cruise altitude. Declaring an emergency and descending to 10,000 feet is overkill and unnecessary for now as long as pressurization is under control. If after switching to ALTN mode and the AUTO FAIL light stays illuminated, you'll have to switch to MAN mode. If your able to stabilize pressurization at this point, there is no need to make a emergency descent to 10,000 feet unless pressurization is uncontrollable. If pressurization is uncontrollable, then an emergency descent to a lower altitude might be in order, depending on your cruise altitude. If accomplishing an emergency descent, declare an emergency with ATC. .

Hi Anton, Yes, the system tends to be very accurate but wild deviations can occur for many reasons such as doing small S-turns as you approach the threshold and touching down 10-15 feet left or right of the centerline. The captain, who was flying actually disengaged the autopilot at about 15 feet RA and landed the airplane manually. So, no autoland. You can hear the autopilot disconnect aural warning during the touchdown and rollout. He say's it was too windy but hard to say.

No need to change it. If you do though, no harm done but not a standard Boeing procedure. When you started your descent from FL300, the automatic pressure controller programs a proportional descent to slightly below the selected LAND ALT. If you stop the descent at 10,000 feet for a while, the proportional decent stops where its at and starts again when you continue the descent.

Just a side note. The 737 elevator does not trim. Your actually trimming the stabilizer. :rolleyes:

Justflight 737 Professional. I should have done my homework better before I purchased this crap. The overhead panel is not accurate, especially the electrical panel. The flight model is terrible and the engines produce waaaay toooo much thrust. The airplane is like a space shuttle. The VC is hard to see for some reason in my opinion and the night lighting looks like crap too. Being a retired 737 pilot with over 10,000 hours of flight time in a real 737-200, I should know a few things, okay. I usually don't have buyers remorse, but I am having it with this purchase! I eventually downloaded the Tinmouse 737-200 even though its only 2-D, but I absolutely love this one. The Ariane 737NG (original) was a disappointment, primarily because it was buggy and the Vnav was crap and the product support was not there.