Jack C

I just saw the price of this 737 yoke as i JUST ordered the PFC SAAB desktop yoke. All I can say is OUCH!!! 2500-3000 CDN! I like yokes but not for that much. Especially when I get my fair share of the real thing at work

Bump thrust is used to get you off short runways with a heavy load. We use it sometimes in the -800 to get us off of Maui. It is not selectable on the N1 page. The only way to get it is through our ACARS takeoff uplink. Jack Colwill

Since the navdata way doesn't s work on the NGX, do it like we do in the 67. I'm not sure which flight planner you are using but if it's anything like the real world, the the navlog portion you will have a waypoint before the ETP (Assuming your flight planner builds an ETP). Let's say it goes from 41N45 to ETP1. Look at the nav log and you'll see the distance. Let's say it's about 320 nm. So in you fix page place 41N45 with a range ring of 320. When you pass that 320 range ring you hit you ETP. For the people that aren't familiar, you do NOT want the ETP on your legs page ever! One reason being is that if you have CPDLC you a cars will report to ATC you progress over ETP and ATC will go "##### is ETP?" ETP Is for the pilots purpose only. ATC doesn't care about ETP. It's just a reference waypoint for you. Jack Colwill

I yep it's just a standard install. Nothing different

Hi guys. I tried updating as per instructions above but when I got to install the client I get a "an error occurred while attempting to create the directory : C:\program files (x86)\Lockheed martin\prepar3d v3\shadersHLSL". anyone know what the remedy to this is? No I didn't touch that ShadersHLSL folder. I followed to above instructions precisely. Thanks!

Hey Aaron, Matt. The 73 uses the smiths fms and I just started flying the 76 which uses the Pegasus. Each has its pluses and minuses. The 76 won't let us go to the navdata and build a fix based on coordinates. Goofy I know. Aaron, for the EEP and EXP you need to know your ETOPs alternate airports and place a 394 nm ring on the fix page based on these alternate airports. Don't do the "distance before" like you were describing. Now the ETP, on the 73, we go to the navdata page and create a fix called ETP1 and build it by using coordinates. THAT being said, on the 76 we do a distance before type ring but I won't get into that since it's the 76 and its kinda goofy how we do it. Jack Colwill

Hey guys. I think there is some confusion on the ETOPs stuff. First, put the range rings based on the airport that your etops entry point and ETOPs exit point is based on. That is 394 nautical miles for a winglet aircraft and 388 for a non winglet aircraft. These distances are your single engine, cruise speed (TAS) in still wind conditions at 10,000 feet. When we do a CYVR-PHOG it most likely is 394 based on Portland and 394 from PHOG (remember you have to take in to account the weather forecast weather conditions for your ETOPs airports which are more restrictive that a regular alternate airport). As soon as you are outside these range rings you are in ETOPs airspace. Now you input the coordinates of your equal time point (ETP). On this leg there is only one ETP. Going over the Atlantic there may be a couple. So your ETP would be the equal time point from PHOG and Portland (KPDX) and being an equal time point, obviously this is based on wind conditions. That's just a quick idea of how to get started. Lots more to know for ETOPs flying but I gotta get to bed! Take care! Jack Colwill

Yes, just remember, IRL, every decision you make prior to an incident or accident will be scrutinized by lawyers. Do what you're trained to do Jack Colwill

Surprised no one mentioned the shared cockpit for the Q. Works really well.

You never heard of the Garrett Salute? Saving my hearing is pretty high on the priority list. Extended careers on the garrett engines dictate the use of ANR headsets. It doesn't cancel ou the noise that much that you cant hear the engine. It cancels out the lower end of the sound spectrum that causes fatigue.

Seems like there are different ways operators do things that's for sure.

Just use the 3:1 rule for calculating the VDP. For every 1000 AGL the VDP is 3 miles back from the threshold. Since the MDA is usually lower than 1000 feet, just take the MDA (in AGL) X 3. So 500 AGL is a VDP of 500X3 would be 1.5 miles back. 800 AGL would be 2.4 miles back and so on. That would give you a 3 degree glide path. BUT remember that it takes time to get that plane from a level attitude to one that provides a 3 degree FPA so you might want to add an additional .3 miles on the VDP. As stated, dive and drives are a thing of the past. If we want to be a part of airline code sharing (IATA) then we can not do dive and drives any longer.

Different companies different SOPs. But I will tell you this. IF you are doing, say and NDB approach, and your MDA is sat 800 feet ASL. Wait until you reach 800 MSL and you see ALT HLD on the FMA. Make sure its ALT HLD and not ALT ACQ. If you set the MAA BEFORE you have ALT HLD on the FMA, then the autopilot will keep descending right into the at the V/S you were descending at. So after the FAF descend to the MDA so you arrive at a Visual Descent Point. When you reach MDA AND you have ALT HLD on the FMA THEN set the MAA altitude. When you reach the VDP then decide to land or fly the missed approach

Yeah, that's why I had to emphasize that I am referencing Canada. We love non radar environment!

Hey Vernon. I think you are going for the record on avsim for questions asked! Lol. But good for you. I will reference Canada for your MSA question. Most of the time you are being vectored for the approach in Canada so the controller usually can get you low enough, even lower than the MSA, so you don't have to worry much about altitude. Some of our approaches start outside of the MSA so the MSA isn't even applicable to us. For example, an RNP Rwy 34 into Kelowna, BC. The first crossing waypoint is EPDOV at 11000A. I used to fly oil crews into remote, non radar coverage airports. That is when the MSA really became useful. The last words issued by ATC at these locations were usually "cleared out of controlled airspace in the vicinity of XX airport. Minimum IFR altitude 25nm is XXXX. Our king airs/1900's didn't have a 25 nm circle ability but we could easily reference the fix that the 25 nm MSA was based on. In Canada the MSA is very rarely based on the airport. 99 times out of 100 it's based on the FAF or IAF. However, the 100 nm safe altitude is almost always based on the airport. So we would descend to the 25 nm altitude (in Canada it's not just an advisory altitude. In a non radar environment its a life saver!). From there we would transition into a full procedure or once in a while the straight in approach if it was possible. Otherwise we rarely need to put a 25nm ring on the fix page in the NG. I would say 1/300 approaches we ever do it. More like 1/500 probably. But where you do most of your simming it may be a very useful step for your approach. Jack Colwill