rgamurot

I too am having trouble getting the automated response. I would like to think I've sent the request properly but it's entirely possible that I botched something up. I've sent an email to you as well.

With the NGX (and the 777) it's almost always 'noisy' pedel hardware. You can test this by disconnecting your pedels during a landing and see if this still happens. Also, if you have the parking brake kicking off at the gate a lot; even with the lightest touch to the pedels, it's probably your hardware.

Yes, this is exactly what happens in the real world. Remember, this isn't the NGX or the MD11 (which also required a fire system test and operational monitoring). The 777 has a number of built in safeguards for the APU start.

This is correct behaviour. It's supposed to only show when the air page is selected or if the landing altitude isn't set yet among about 12 other abnormal situations (which is why it shows during the preflight until you enter the flight plan). Page 2.10.14 in Vol. 2 of the FCOM has the full list of situations this information will appear.

If you mean the morse identifier, check the audio panel that you didn't accidentally hit NAV1 or 2 to on.

Been using PFPX with the 777 and it's working brilliantly.

As some people have mentioned above, you are not doing what you are supposed to be doing; flying the airplane. You need to either pitch up or power back to maintain speed. Otherwise, you could switch the autopilot back on and have that fly the plane but if it's visual, I'd fly manually. In the real thing, the throttles have servos that physically move them. When you hit the TOGA switches, you just rest your hands on them as they move forward just in case you suddenly have to take back manual control for whatever reason. On your set up, if you hit TOGA and don't move the levers, you should see the engines spool up anyway. If not, there might be a hardware issue (like noisy units overriding the computer) but there nothing wrong with backing it up with pushing the levers forward. The 737 is different from the 747, MD11, and the 777 in that when you hit the disconnect switch on the throttle, it shuts the autothrottle off and you have to flip the master back on. In the above mentioned heavy aircraft, it simply kicks the system to a stand by mode ready to reactivate when you command a thrust mode. What I understand some operators do (which is easier in the real plane or if you have the hardware on your system) is they press the speed hold button (assuming its on) on the MCP. This effectivly removes all thrust modes from the autothrottle and gives you manual control. When you hit TOGA after that, the autothrottle will automatically come back.

First to answer your question, Land 3 is only available with the collins A/P with Fail Operational capability. Ensure that you have both LOC and G/S displayed (armed or active in the FMA's work) along with both Autopilots on. Keep in mind the second autopilot has to be manually enabled. Second, I think you're confused about the manuals. The manuals are NOT for the PMDG NGX. They are for the Boeing 737-600 to -900 series of aircraft. These are nearly identical to the manuals used by the real pilots of these aircraft. The only difference is that their manuals are customized to their specific setup. Since you can customize your NGX, PMDG elected to include all the information on all of the aircraft in that product range. As with all actual manuals, the information you want is in there, you just have to know where to look. Your question is about the Autopilot system. Look in the autopilot section (Chapter 4 incase you don't have the printed version) of the FCOM Vol. 2. I know it's tricky. You have to ask yourself are you trying to do something or trying to see how something works?

I know the 777 is a fly by wire aircraft but if the entire electrical system were to fail, the manual says there are mechanical linkages to enable the pilots to maintain straight and level until the electrical system can be restarted. My question is, if the only way to fly the aircraft was by the mechanical links due to some sort of catistrophic failure could one still land? I'm sure if anything it would be sloppy but at least make it safely?

THAT WOULD BE AWSOME!!! Could you imagine PMDG ringtones? As if my girlfriend didn't think I was enough of a geek already! I can see it now, I'm flying with a new student and I have the MD11 "ENGINE ONE, FIRE" alarm going off because she's trying to call me. As for the original topic, I think it would actually be good for those of us who fly for Virtual Airlines. Mine requires me to click a button on the webpage at least every 40 minutes or else I loose what we call the flight declaration. If we could customize the timers that would be great for those long hauls with my VA.

Okay, remember you're talking about someone who went through and actually spent weeks tuning the sounds on the NGX so the pitch was just right. I wasn't even that picky tuning when I played French Horn. I just pulled the slide to where I figured was a good spot and hoped for the best during the concert.

5240N would work perfectly fine for lat/long points NAT or not. Have a look at FCOM11.31.15 Basically; Nxx* W0xx* = xxxxN Nxx* W1xx* = xxNxx Nxx* E0xx* = xxxxE Nxx* E1xx* = xxExx Sxx* W0xx* = xxxxW Sxx* W1xx* = xxWxx Sxx* E0xx* = xxxxS Sxx* E1xx* = xxSxx

It isn't popular because Boeing pushed their own 737. The 717 was supposed to be the MD95 until they got bought out. My guess is part of the purchase deal was Boeing would take over and continue the development and production. The problems was that the 717 competed a little too well the the 737. In the end, would you want to promote your own brainchild, or someone else's? The 71 is actually a pretty good aircraft. For starters, on a route from Honolulu to Hilo, the 717's burn about 3000lbs of fuel. Mesa's CRJ's; 3500lbs. An aircraft that is almost twice the size and can carry twice as much burns 15% less fuel. Keep in mind the pilot's at Hawaiian don't exactly understand the meaning of ECON speeds. My CFII instructor is an FO for Hawaiian. Depending on the Captain, the cruize speed is between 5kts below redline and redline. I've seen pictures of the PFD with the airspeed literally at MMO in cruize. You wonder why Hawaiian keeps winning #1 on time airline. It's also unbelievebly quiet. When I was learning to fly (before I could drive) I would walk past 8L at HNL and you could still carry on a phone conversation with the 717 screaming overhead on takeoff. I swear the Aztec I flew was noiser than that thing. It's also perfect for Hawaiian because the slat and gear speeds are so much higher than any other aircraft. Depending on the time of day (especially the last flight of the day), it helps when you're at 2000' on a 7 mile final at 300kts to just drop the gear to help slow down. In case you haven't noticed, we DO follow the 250 below 10,000'. I mean it's Mach 250 below 10,000 right? :P

Another solution could be to check you're brake type. Carbon brakes are more durable than steel. Switch and see if that helps. I tend to have heavy feet when it comes to braking...And driving but that's another story. :Tounge:

The fact that you can't start it even with FS2Crew seems strange. Make sure for FS2Crew you start with the cold and dark panel save before you hit the preflight actions. As far as a manual start, as Andrea said above, it's a three way switch. You should get a low oil pressure light and then about 5 to 15 seconds later (depends on OAT) the EGT should start to rise. Also... Are you sure this is the PMDG 737? The BBJ won't be released till after the 777.