mcnobody

Hello altogether, out of interest and something I am currently working on, I am in search of someone who can help me getting some inside info on Jet2's aircraft specific settings for the Boeing 737-800. Actually I have got two specific aircraft registrations on my mind. So if you think you can help me out or you got access to the necessary data (i.e. Jet2's FCOM, System Decriptions and so on) feel free to drop me a line. Either in this thread or directly via personal message. I'd like to get in exahnge with you. :smile: I hope everyone else excuses my helpless and direct request in this forum but I have no further clue getting in contact with someone who's got that information. :wink: Best regards,

Because the WHEEL WELL FIRE DETECTOR system seems to depend on AC power being available which does not have to be the case when you are just powering up the aircraft. Just load the Cold & Dark cockpit state and go through the electrical power up procedure to the first TEST switch – Hold to OVHT/FIRE item. Without ground power being connected or the APU already running you only got DC powering the aircraft, the WHEEL WELL fire warning will not illuminate while perfomring the test. If you go further through the procedure you'll see that the APU is started and AC power is provided. Then perfom the OVHT/FIRE test again – as mentioned in the electrical power up – and see which lights are going to illuminate as well. Magic isn't? :smile: By the way the AOM I got has four additional words included in the test, the rest goes as Boeing described it: Wheel well fire warning system (If not already tested).................................. Test Further more just to quote Volume 2 of the FCOM (p. 393) coming with the NGX: Main Wheel Well Fire Protection Main wheel well fire protection consists of fire detection powered by the No. 2 AC transfer bus. Note:The main wheel well has no fire extinguishing system. The nose wheel well does not have a fire detection system. Now don't ask me why the WHEEL WELL FIRE SYSTEM DETECTOR is specifially connected to the AC system.

The electrical power up doesn't mention a seperate switch at all. It states to test the wheel well fire warning system and this is done by switching the TEST switch to OVHT/FIRE and verify and check the different items.

Not sure what you mean, he's wondering why the levels are low and he also says that on his airline 2.800 psi are the minimum pressure. That's pretty much in accordance with my earlier post. If your HYD pressure seems to be rather low, have you ever tried to use PMDG's maintenance function to refill the system?

There is no seperate test switch for the WHEEL WELL FIRE DETECTOR. You just need to use the Overheat/Fire (OVHT/FIRE) TEST Switch on the AFT ELECTRONIC PANEL. A quote from the FCOM: Fault/Inoperative (FAULT/INOP) and Overheat/Fire (OVHT/FIRE) TEST Switch (spring–loaded to center) FAULT/INOP – tests fault detection circuits for both engines and the APU. OVHT/FIRE – tests overheat and fire detection loops on both engines and APU, and wheel well fire detector Note: See Fire and Overheat Detection System Fault Test in Section 20.

Not sure what you are doing. Well I just started the sim - not loading any panel state - with both engines running, no parking brake set all HYD pumps on, I do see this: Looks normal to me?

As far as I understand the documents 3.000 psi are normal brake pressure, not the minimum. The AOM I got access too states that 2.800 psi are the minimum pressure. I can state if this airline specific.

I have got the exact same issue with FSX:SE and the Operations Center. Also FSX:SE as a standalone - no PREPAR3D or FSX installed before - and I am unable to export liveries for 737NGX or the 777X. Process is rather quick, PTP-file has only a few bytes and can't be installed. Same goes for configurations which come with older PTP files, they are not recognized. I have also opened a ticket a few weeks ago. If you want to refer to it here is the number: 182-1CD00AB1-041D . Best regards,

On finals for Edinburgh's runway 24, lovely approach.

Leen, thank you very much. I figured out that 'Kufi' fonts look pretty similiar but it's hard to get the letting right when you not into those fonts. But I'll give Ahmed Regular a try! :smil: In the meantime I tried to draw the name myself. Best regards,

Carlos, if you'd at least state which items or elements of the existing American Airlines NC liveries you don't like or would like to see improved, you would make it much easier for other painters to improve their work. And PMDG could be aware of the details they need to get right if they plan to do such a livery. On another note – I think I am eligible to say this – their paints are not perfect in any aspect either. One paint has that problem the other one is missing this and that. Should be marked as the best answer. If you don't like at least one of these paints uploaded there, I am not sure if there is someone else who can do it better.

Hello, I am currently working on a set of Qatar Airways liveries and I am having a real hard time getting the names of the airplanes done. I have started with A7-BBA named 'Alhuwalla' but I can't get it written in the proper way. Here is an image for reference: https://www.flickr.com/photos/garretml/3458709918/sizes/o/in/photostream/ I think the font used is TheSansArabic-Semibold. Is there someone who can help me getting this name wirtten properly? As a vector file (AI, EPS whatever)? If possible I'd need further names of Qatar Airways' aircraft names. Thanks in advance. best regards,

Hello Steve, it's good to see you painting the 777X. I think the first time I downloaded one of your repaints was for the FFX 737, probably Lufthansa. Back then Erik Cantu's models and your repaints were a fantastic combination. I am not sure how many still remember FFX. The repaints you did for the Level-D Simulations 767 really enriched that addon. Your skills and techniques regarding photoreal textures must have been a milestone for lots of users and painters. :smile: Do whatever repaint you want to and at the pace you choose, don't let the community make you loose the fun doing those repaints. It would be a shame seeing your splendid repaints vanishing again, now that we have got you back. :smile: Regarding you last paragaph, I or lots of other people should cut a few slices off from your mentality. In my eyes that certain attitude makes the flight simming community quite fascianting but somehow I have the impression this got lost over the years a bit. Maybe it's turning up again. Looking forward to your upcoming releases, whatever product, aircraft or livery it is. best regards, Christian

Hi NAMELESS, what makes you think that PMDG could do it any better, especially if you don't mention at all which details you are missing? If you have got wing textures you prefer, you can easily replace them, no need to ask for a new repaint then. And how about contacting the author(s) of the AAL repaints missing details or whatever and ask them if they are willing to change it? On the other hand my impression is that PMDG is focussing on the development of other products and is ruling off further repaints for the NGX. Just some food for thought.

Somehow I have got my doubts ... and this forum exists for a slightly longer time than your membership. :rolleyes: Honestly, do a search here in the forum and I'd bet you'll find an answer for it somewhere, if not go google or get back here. As mentioned above this topic has been covered over and over. And that part of the question is not even 737 NGX specific. Regarding the second part of your question; I'd say that you can varify the entered procedure on the LEGS page. If you need a visual assistance switch to MAP and use the STEP function to go through the waypoints. At least that's how I – not being an expert – would do it. Kyle, you just set yourself up for that one. Expect the next round of questions. :rolleyes:

And here we go again! :huh: Vernon, you'd save us some time if you'd think about your questions a bit more or at least do some research before starting a new post everyday. I think the method to select and enter an approach, arrival etc. must have been covered a million times in this forum. Have you done such search yet? In your other topic you were quite nitpicky about the decision height written in charts, so I assume you have gathered some reasonable knowledge about reading charts. Also you mentioned the tutorial 1, I take it you have read and flown it? The tutorial describes the procedure of entering an approach quite good in my eyes, even if it doesn't cover all methods of entering an approach. Basically you know the last waypoint of your route and you know which runway you plan to land on. Have a look at the respective charts and select the ncessary procedures in the FMC. If you want to check if everything is fine and according to the plans I'd use the MAP mode and scroll through the waypoints to check if everything is correct.

Hello NAMELESS, have you already done a forum search for the term 'skeleton'? Similiar problems have already popped up a few times here so you might find a solution or answer this way. A brief search came up with the following post: http://forum.avsim.net/topic/404565-cure-for-ngx-external-skeleton-view/page-2?hl=%2Bskeleton#entry2650493 Are you using EzDok? If you do so, maybe the above mentioned post will help you. Best regards,

If you could provide us with a bit more information you would make it much easier for us to answer your question. Which airport are you talking about, which runway and if possible who supplied the chart? Maybe you can post a screenshot of the respective section in the chart or a link to the respective chart?

Vernon, did you read what mgh posted a bit earlier including the quote about CAT II? Point (v) states that CAT II shall never be lower than 100 ft. So, yes if EGPH has got an OCH of 61 ft the minimum DH for a CAT II is still 100 ft. Read the quote of mgh again!!!

Although the news are a bit older but AURASIM also announced to include the 777 in their web-based performance app. http://www.aurasim.com/news/news-triple-seven/ I am not sure if the project is still alive though.

Robert, thank you very much for the update on Service Pack 1. Lots of interesting things coming up which still leaves those things you normally don't mention in such posts. And those haven't been boring at all in the past. :smile: Great news, Alexander Metzger has done a fantastic job in the past and present on flight dynamics. His name in the team is like seal of quality for flight dynamics. I hope the term guest changes into something with a more long-term meaning. Best wishes to you Robert and a good and fast recovery.

Vernon, you should have a closer look at the terms we are using here. OCH stands for OBSTACLE CLEARANCE HEIGHT which means in common words, the height where you are pretty safe from NOT flying into any obstacles like mountains, sky scrappers or whatever can be in the way of your landing path. Let's assume your company's decision height for CAT II (class C aircraft) usually is 100 ft and due to hills and sinks the OCH for your landing runway is for example 175 ft, which height would you opt for? The lower, usual decision height of 100 ft or the higher decision height of 175 ft which might be less dangerous. You can do the math on your own. :smile:

Regarding further repaints, if it hasn't been done yet or no one else is going to do it, I'd love to the Emirates FIFA World Cup 2014 (A6-ECV) 777-300 ER.

Vernon, I think he means in that way, that the OCA/H is still lower than the decision height required for a CAT II approach. If the OCA/H would be higher you could adapt the DH accordingly. For example your decision height normally would be 100 ft and the OCH for your airfield 150 ft, you should opt for the 150 ft in accordance with the rules mentioned above. Remember it should not be lower than the OCH. As long as the DH is higher there's no need to change it.

Thanks for the informative video Kyle. Good to know that it's possible to update the wind and descent forecast data now. Awww! How much I'd love to see these features in the NGX too. :blush: