BrianW

Pretty interesting documentary. It aired last month in the U.S. at odd times on the Discovery channel. You can watch the complete series here if you missed it: http://theageofaerospace.com/

Finally it's fixed. That alone to me is worth updating. Is it the length or the wheelbase that made it worse? If it's the wheelbase then the 748 wouldn't be as bad as the 77W since it's shorter.

Wes is correct but he just got it backwards, there is a negative pressure relief valve that prevents outside pressure being higher than the cabin. It’s just a spring loaded door that lets air in if the pressure outside is higher. As for the outflow valve, yes it goes to full open on the ground via the air/ground sensor. The application of power on takeoff is the signal for the valve to start modulating for pressurization.

Of course my statement wasn’t intended to imply that conducting a safe flight with a cabin altitude at or above 10000’ wasn’t possible. I too have flown several flights above 10000’ without O2. I intended to indicate that at 10000’ your blood saturation level is already below the level deemed necessary for 100% normal functioning. Yes it impacts everyone differently, and those that live at higher altitudes will have a better tolerance up to a certain point. The rate at which the altitude change occurs can also have an effect, the faster the change the harder it is for your body to adjust. My statement was also directly in relation to this context which is a 737 in a climb and usually well above 10000’ when the cabin altitude warning goes off. This means the cabin is still climbing to match the aircraft altitude, and with every passing moment the cabin altitude is getting higher. The first response should always O2 masks on and a descent, then any further troubleshooting as required. A search of the ASRS database also reveals that the confusion of the horn prior to the addition of the lights is not unique to the Helios flight. There’s a good article on hypoxia here: http://www.flightsafetyaustralia.com/2014/08/do-not-go-gentle-the-harsh-facts-of-hypoxia/

Pilots are still supposed to know what the horn means today but that doesn’t mean we shouldn’t make the systems safer when we can. Your Helios example proves that, they looked at the pressurization and it looked normal so they assumed the takeoff configuration warning was malfunctioning. Even at 10000’ your blood saturation level is already low enough to impair judgment and vision. Euphoria also sets in which further delays the recognition you have a problem.

I agree with the weight is weight methodology in the sim. However for clarification OEW/DOW is the basic weight plus operational items. This includes the crew and pantry among other things. Since both the required crew and pantry stock will vary based on the type of flight the OEW/DOW can change on a per flight basis. For one airline the difference between a short domestic and a long haul flight for both crew and pantry can be close to 2900 kg for a 77W. For those that are interested in simulating this in PFPX you can do it via the aircraft equipment/configuration tab in the aircraft database. When it comes to entering it in the payload section of the 77W however you’d still want to just enter the total ZFW PFPX generates.

You provided a wonderful example of why the cabin altitude and takeoff config lights were added. It can be confusing without any sort of visual indication what’s going on especially considering in the real situation cognitive skills would be starting to degrade due to the onset of hypoxia. If you look closely at your cabin altitude (small pointer) you’ll see it’s above 10,000’.

The buzzer you’re hearing is a high cabin altitude warning. Normally for operations into airports above 10000’ you’d want a 737 equipped with a high altitude landing switch which raises the warning altitude from 10000’ to 14000’.

Of course you did because those airports have demonstrated the need for this type of operation. MadDog is absolutely correct about FAA requirements being in place to use LUAW operations. See FAA order 7210.3Z if you want the details.

Some SIDs are nothing but vectoring, including the one I most frequently fly: https://skyvector.com/files/tpp/1602/pdf/00142PAINE_C.PDF

What do you mean by runways offered? If you mean during the select starting location then this is read via runway start locations in the AFCAD. If you open the T2G KSEA-AF.bgl file in ADE and select "lists"... "starts" you'll see only 16R/34L, and 16L/34R offered. The middle runway simply has no start positions defined. The start points are the red circles:

Jim, I took a look at the AFCAD that's included and indeed it doesn't offer the center runway at a start point. If you select 16R/34L you'll see that it's the western most runway of the three. So what you're seeing is normal.

Are you sure that the issue isn't just that a start point hasn't been defined for the center runway in the AFCAD? Visually does it look ok?

This should help the double buildings problem. I can’t tell what the issue is in the second and third picture. The Seattle-C.bgl file is the Taxi2Gate version of the Seattle buildings. I assume they redid all them to try and get some extra frame rate. That means in order for the default not to show they excluded them. For whatever reason in your first picture that exclude of the default doesn’t seem to be working. I’m by no means an expert but it looks like the excludes are in the AFCAD, so maybe a new one will allow you to use the Taxi2Gate version of Seattle if that’s what you want.

It sounds like you have an exclude missing for whatever reason. You can try disabling the Seattle-C.bgl by renaming it to Seattle-C.off to see if it helps.

In the payload section of the NGX just enter the ZFW PFPX gives you. Don’t worry about where the weight ends up.

PFPX does include baggage weight for each passenger; it also will adjust it based the type of flight selected (domestic, long haul, etc.). You can modify these weights in the PFPX settings.

This is just a notification that you’ve received a new flight number via uplink, and it’s available on the RTE page. It’s most likely occurring for you due to requesting a flight plan with a stored flight number in it. No action is required on your part.

Not sure what you mean by this. Although you can fly VFR PIlotEdge is designed for IFR. There are many real 737 flights possible within the coverage area, and the rumor is they’ll be expanding coverage soon to more large airports outside of ZLA airspace.

You don’t need ATC at all to fly SIDS/STARS, holds, or any approach procedures in the sim. My point was that when using offline ATC you don’t get any protected airspace. Does Pro ATC make you hold when another aircraft is shooting an approach in IMC , or does it just hold you for the sake of holding? Does it prevent other aircraft from starting an approach when you’re outbound on a procedure turn? I agree that the default ATC isn’t the best to learn all the phraseology, or procedures. Pro ATC is probably better for that, but anyone wishing for a truly dynamic ATC should look into PilotEdge or something similar.

I always find it interesting when these threads come up that they always seem to focus on vectoring and SID and STAR use. The real purpose of ATC is traffic separation not just ordering you around. Until there’s a way to do this with an offline add-on none of them do the real job of ATC. Add me to the list of users that use default ATC only for takeoff and landing. At least the tower keeps AI from pulling out in front of you when on approach. I also listen to the default ATC to give me some situational awareness.

I think you’re thinking of the VREF speed floor, which exists as an extra buffer to VMCA if an engine fails right at the moment you’re going around. VMGC like VMCA is variable based on weight, altitude, temperature, thrust, and (unlike VMCA) runway condition. On the ground the tire friction helps in keeping you straight (although not so much in the sim) so the speed will usually be lower than VMCA. In the 77L it can be under 100 knots at a hot high airport with a 20 percent thrust reduction. As Xander stated, a thrust derate is a requirement in the 77L at lighter weights for MCA protection. At sea level on a standard day the minimum weight for a full thrust takeoff is 190.7 KG.

Not sure how you’re coming up with 5-10 minutes. The TAS difference at cruise altitude between .77 and .78 is only about 6 knots. When cruising at more than 7 miles a minute that’s under 2 minutes for a 2 hour flight. Keep in mind the other side of the CI ratio is fuel. If the CI of 10 used less fuel than a straight .78 cruise at a cost of only 2 minutes the airline bean counters might consider it a win. On the other hand if your aircraft is wet leased those 2 minutes might mean more since someone else is paying the fuel bill. In reality neither the time or fuel values change too much on a per flight basis, but when you scale it to an entire fleet it can make a huge difference.

Cost index does take headwinds and tailwinds into account and will give you a higher cruise speed with a headwind than a tailwind. You should be able to use a CI in PFPX by just entering the value in the cruise/cost index field. Long range cruise is defined as losing 1 percent of your maximum range in exchange for a 3 to 5 percent increase in speed. In the 737NG series any CI below around 35 will be slower than LRC in zero wind. MRC is always achieved by using a CI of 0.

I had this issue too when trying install to P3D. Turned out to be that for whatever reason the custom autogen textures didn’t get installed into the global texture directory. Since I still had my FSX install I just copied them over. You might want to try a fake FSX install to see if you can get the textures that way. The files you’re looking for are named t2g2*.dds.