rgamurot

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.

Keep in mind that you can always omit the STAR in the FMS and just take vectors.

On that same page saying what OP program is in use. Above that it should say a cycle. Currently it's Cycle 1206 current from May31 to June27. Alternatively, go into your Microsoft Flight Simulator X/PMDG/NavData folder and open Cycle info. It will have the same infomation in that file. Both FlightSim Commander and FSBuild (I personally use FSBuild) use current cycles also from Navigraph (and probabaly Aerosoft when they go live). I find the fuel load from FSB to be pretty accurate too; within 500kg. RouteFinder is also web based and free to use if you want to go that route.

What pitch mode is engaged? You have to engage something like VNAV or FLC to get the correct commands. And especially in the B737, you can eaisily hand fly the plane through 3000AGL even in hard IMC if you set up the MCP correctly. Remember, the Autopilot is only as smart as you tell it to be.

True but re-reading the original post, he says he still has SINGLE CH at LOC and GS capture to which I'll add, you either get CMD (Fail-Passive) or LAND3 or LAND2 (Fail-Operational) passing ~1500AGL and fully established.

Lower the nose; it's as simple as that. When the engines roll back, you need to adjust for the reduced thrust. There is already a hard code in the autopilot to pitch for airspeed under VNAV and FLC. But if you're still hand flying, its up to you. And actually, if you're only at 800AGL, you should be hand flying.

Check the site you used to generate the route and see if it's using the current AIRAC database (Cycle 1206). Also, if you yourself don't have the current database in the NGX, it could cause this problem. What could be happeneing is that it doesn't recognize those waypoints on the airway because of a change in the navigation system on either end. Also, Navigraph doesn't always have every SID correct (in relation to problem #2). It could infact be a NavData problem but you have to take that up with Navigraph. I'll try it on my setup in a second and get back to you. EDIT: Okay, I see problems #1 and 3 but if I look up the two VOR's in the FMS, they're in there. My guess is that they aren't linked to that airway in the database because I get get them to come up if I do DIRECT.

Which Autopilot are your using? If you're using the Collins, do you have Fail-Operational selected? If not, then what you see is correct. I suspect you're expecting to see LAND 3 or LAND 2. You only get that with Fail-Operational selected and that feature is only available with the Collins system although optional.

In the real NG (taking a guess as I've never flown the NG real world either), I believe it's tied into the radio altimeters with the reversers. Basically in FSX, since between when you pull the power to idle and when ground idle would be activated, the throttles don't move I'm guessing the NGX doesn't throttle down. For example, I usually pull to idle at 100ft RA. Say ground idle activates at 10ft RA. Since there was no throttle movement, the NGX will allow the throttles to be pulled to ground idle at 10RA, but is detecting the trottles incorrectly slightly above idle position. This could be a quirk tied into manipulating FSX to give both thrust modes. Instead of changing the thrust mode, PMDG artificially put a stop for flight idle that is removed and allows the throttles to be pulled all the way back for ground idle. In the real NG (a guess again), when the throttles are fully closed, the thrust is automatically held at the correct idle for the phase of flight. So even if the throttles are fully closed, once you pass the RA limit for ground idle, the engines automatically throttle back to the new correct idle limit. Confusing I know, but so are the subtleties of transport catagory aircraft.

Another thing to note similar to the ATC requested speed, when you're outside of radar contact for an extended period of time (i.e. ETOPS), you will actually enter the filed Mach number in the CRZ page of the FMS. This is because ATC uses position estimates based on this number. Mind you, you can always let ATC know you're going to use a different speed and enter that if they allow it. As far as actually calling ATC on ETOPS routes, they expect you to check back in with them when you told them you would unless you call back and amend the time. Believe it or not but you have up to three minutes after your due time before the controller starts trying to call you to see if you're still alive. Search and rescue is called after just 15 minutes. Slightly off topic but are you absoutly sure Ryanair flies that low? Germany is about the same distance as Spain from Ireland (depending on the destination of course). Here for Hawaiian (yes, I know we use B712's interisland but work with me here), Hilo to Honolulu they're up at FL280 and the route is less than 200nm. From Lihue to Honolulu they go up to 16,000' and thats less than 100nm.

I've had this quirk for a while. Try this and see if it solves your problem. On touchdown (and I mean all wheels on the ground), press F1, then press and hold F2. Sounds like your engines are still in flight idle at touchdown and when you press F2, the engines retard to ground idle then reverse.

It could actually be certified if you get the right hardware. For those saying X-Plane is the only PC based sim that can be FAA certified, thats simply not true. At the school I instruct at we have an FAA certified sim and guess what, FSX is the base operating software. Now having said that the thing sucks, but then I'm one who's been spoiled for nearly the past 4 years with flying real aircraft. Does software matter? To a point yes depending on what the simulator is supposed to be used for. Mainly though it is hardware. The CPU itself must run the software smoothly within or exceeding certian requirements. At a minimum (for a PCATD or basically a Personal Computer Aviation Training Device) you must recreate the hardware for the controls (yoke, throttle, trim, rudder pedals, etc.) and radios and instruments (something with knobs). For Airmen Certification, you can actually perform certain tasks in a Training Device (all you can really do with a single computer and monitor(s) and afore mentioned hardware). But of course you need a full motion Level A thru D simulator if you want to do all of the checkride in a sim. Only reason I know this is I'm trying to work on my CFII for a pay rise at my job. I was trying to get away with doing my training in a sim (money thing) but I need at least 3 hours in the real thing given the simulators we have.

Finally! After 9 months of flying solo I get to sit back and let someone else do the work.

Okay, now 0904 (1904z) and after 3 failed attempts (after computer and ASE restart) data started coming through. EDIT: Computer did a self restart (damn antivirus update) and first download attempt from secondary server failed. Program switched to primary for second attempt and it worked. Also when downloading the Met/Rep data, the secondary server failed but primary worked. 9:13 AM - Downloading Met/Rep data from Secondary Server...9:16 AM - Met/Rep Download failed, retrying, attempt #29:16 AM - Switching to Primary Server

Can't connect here at 0845 in Hawaii.

To simplify everything here and give a summary of the procedures: Packs should be off and bleeds on. Start #1 first. Disconnect the ground cart. Increase power on the #1 engine until you have 30 psi (about 40% and remember the Isolation valve should be open on the air panel). Start #2. And as mentioned, SP 7.5 in the FCOM Vol. 1 has the air cart and cross bleed start procedures. (Both are used when starting from the ground cart.)

To get both VOR/LOC and G/S, you need to hit the APP button. I can't remember if the modes can be switched once they're active but try the APP button instead. Also, am I correct in assuming you had the F/D 1 as the master and you put the ILS in on the #1 Nav Radio?

After touchdown (I'd even wait for nose gear touchdown), try press F1 then F2 and see if that gives you immediate reverse instead of having to hold F2 for several seconds.

You have to push and hold the GPWS test button for about 10 seconds for it to run through all the callouts. I just hold it until the test starts, that's long enough.

Terrain doesn't work (should've been mentioned in the Intro document) on the FO side for performance considerations. The VSD should though.

You can enter in meters as well. Meters will be valid if you enter a number less than i think 4500 but don't quote me. It's something like that though. I can't for the life of me find it in the manual right now.

Start up from what? Cold and dark or engine start or something else? Either way, you want either (or both) the Normal Procedures and Supplementary Procedures; both in FCOM Vol.1