Ralgh

Carenado CT210M CENTURION II This is my first go at this but it seems to be working for me.

A lot of times I will look on flightradar24 and see when they are using at the actual airport.

I have a laptop that came with 10 and it works fine. I bought a new hard drive and a copy of 10 for my flight sim computer and it works fine. I did the free upgrade on my daily use desktop computer and had some issues. It was a pretty new build for me so I went back to 7 on that computer with a reformat and fresh install. Based on my experience I would recommend a full clean install of Windows 10 and not do the upgrade. I did not see the option to do a clean full install when I did the upgrade to Windows 10 but maybe I just missed it.

I had an issue with the potentiometers in the CH Pedals. The brake potentiometers are mounted in little seats in each rudder pedal. What I found was that over time they would work their way out of the seats a little bit causing them to not consistently return to the proper position when I released the brakes. I'd have to open up the pedals and reseat them but the problem would recur sooner or later. This issue may have something to do with the problem you are having.

Chicago has a similar 250kt restriction. Putting the speed on the climb page then selecting ECON is the way we typically did it on the 737 when departing there.

No, they didn't install the switches on those planes.

Right about the time the new livery came out at AA they announced that the logo lights would be reactivated on the planes that had them and all new deliveries would be equipped with them. There is a batch of 737s that never had them installed so those planes will never have logo lights. I have found on the majority of legacy AA Airbuses they are burned out and nobody ever writes them up so they don't get fixed. I have noticed on the majority of legacy US Airbuses the logo lights work.

One of the lights is "CABIN ALTITUDE" and the other is "TAKEOFF CONFIG". When the intermittent warning horn sounds the appropriate light will illuminate. These lights were added after the Helios accident where the crew misidentified the cabin altitude horn for the takeoff configuration horn.

Airliners do have two bulbs for each position. At least all the ones I have flown. The Airbus, well our Airbuses, only have one set turned on at a time, which is annoying because if you find one burned out you have to go back to the cockpit and switch to the other set and go back out to make sure all of those are working. To date I've only ever found the white tail nav lights burned out on the Airbus. I'm guessing it's because that is a regular bulb and the red and green are LEDs.

The extra lights are takeoff configuration and cabin altitude lights. These were added because both warnings make the same sound. As far as the RMI it is a company option. Everything can be displayed on each MFD so I guess some companies decided not to order them.

At one point during development the trim wheel speed matched the real world plane more closely but there was some negative issue with it. The fix made the wheel spin a little slower. It's been a few years since development so I can't remember what the issue was. In the real plane when you start trimming, the wheel is a little lurchy and uneven. If you trim for a longer period of time it smooths out. The sound in the sim matches the early stages or trimming pretty close.

At least on American 737s, and I think all 737s will be converted to this, each center tank pump will automatically shut off, after a short delay, when that pump’s sensor detects low output pressure. If we have more than 1000 pounds of fuel in the center tank at departure we turn both pumps on. We leave them on until one pump indicates low pressure, then we turn that one off. We turn the other pump off when the pump indicates low pressure and the center tank is empty.

The first time I flew this arrival to JFK I though they forgot about us and left us high. After doing it a lot I found out this is the norm. If they are landing on the 31 or 22 runways they will start vectoring you down south when you are around EWR and around counterclockwise to the landing runway. If they are landing on the 4 or 13 runways they will bring you over LGA and then bring you around clockwise to the landing runway. Either way you will end up using the speedbrakes from a long time on that descent in order to get down in time.

I've had this happen before with my Saitek X52. What worked for me was assigning the axis and then immediately assigning it again. The second time it came up as the correct axis.

The BASET3 is not an appropriate STAR for any of the 24s or 25s. It's for landing east.

For LAX landing west, coming from the northeast you will pretty much always get the RIIVR arrival. Coming from the east it will be the SEAVU. coming from the north it will be the SADDE. the only time you will see the BASET is when they are landing to the east except after midnight when they switch to the noise abatement flow you will get the REDEYE. Coming from the west it's almost always the SADDE but I have gotten the LEENA which was then switched to the BUFIE. I've only ever approached from the south once and don't recall which one they gave us that time. I've never been assigned any of the other current LAX arrivals.

Emirates has so many A380s because they are one of if not the most heavily subsidized airlines. I did a report on ETOPS when I was in college. At least at that time in every case where a jet airliner lost all of its engines it lost them for the same reason. The ones that come to my memory was a 747 in volcanic ash, an L-1011 where all three engines were missing O rings the led to loss of oil and a 767 that ran out of fuel. If I remember right since then an A330 has run out of fuel too. There had never been a twin engine jet airliner that lost both engines for different reasons and I believe that still holds true. ETOPS is a numbers game. Modern jet engine reliability is so good that the governments and the airlines feel it's within the acceptable margin of risk to allow it. In fact I write this on my Maui layover. I've been flying our A321s over here for four months now so obviously I feel it's with my margin of risk too.

Well there is a FS9 version of the MD-11 with it's own EULA. The EULA topic usually comes up when people are trying to run the FSX version in Prepar3d like in this thread: http://www.avsim.com/topic/483442-any-luck-installing-in-prepar3d-v31/

At American we have the CFM56-7 engines with 26K normal with derates to 24K and 22K and the bump is 27K.

I've never flown the 737 ETOPS so I've never tried that. Can we do this on NGX? When I fly NGX ETOPS I just use the fix page and set a distance.

I've had very similar issues with only NGX with the migration tool installed. As soon as I uninstalled the migration tool everything worked perfectly. These results were 100% consistent for me with relation to the migration tool.

Another thing to note is that in the real world 737 in a VNAV descent the plane is planning a path at idle but if your speed does start to decrease as described here the autothrottles will come out of arm and increase thrust if you slow more than 15 knots. They will remain active until your back on speed then they will go back to arm.

I know at least at American the nose wheel taxi lights were unreliable. They had some last as few as two flights. They are retrofitting LED taxi lights in the nose gear.

I am getting a very consistent crash to desktop during the before start procedure. I am using the US voice set running ASN and GSX. It has happened at FSDT JFK v2 and UK2000 Heatrow Xtreme v3 so far but I haven't tried at any other airports. The crash happens every time just before the FO says "ready for the before start checklist". The sequence is first the sim hangs up, the window that says Prepar3D has stopped working comes up, the FO says "ready for the before start checklist" then it crashes. If I skip over that step everything continues to work fine until the runway entry procedure but there is another thread on that.

I am also experiencing this during the runway entry procedure using ASN and FSDT JFK v2. No other addons were in use at the time.