Andrea1

"Rotate at a rate of 2.0 to 2.5 degrees per second. Beware of a “dead band” around 10 degrees, and maintain a constant rate of rotation towards 15 degrees nose up to a pitch limit of 20 degrees. Or is the real physics way out of hand for the NGX? " Hi Vernon, honestly I think that life is so short that I've never had time to think at this question... I prefer enjoy and train when using ngx... On next 2th april I'm going into a fixed base B738 trainer and there I'll find "dead band"... Best Andrea Buono

Hi, Me too IMHO I'm not interested in a visual only B738 scimitar variant. No sense for me... I think that PMDG is a serious software house so they usually design tha most realistic fsx software vs real plane ... why they should begin to realize "eye-candy" versions of an aircraft with all wrong aerodynamics , uncorrect cockpit layout, unrealistic engine parameters (I mean not updated to the LEAP CFM56 version) and so on... I hope that PMDG will continue to develop the best (most realistic) fsx/PD addons and not "visual only" eye-candy replicas... Ciao Andrea Buono

"Will an assumed temperature of 50 C on take off (in the same air conditions, of course) generate the same thrust in a CFM56-7B26 and in a CFM56-7B27?" Hi Teo, as Kevinh has said it'll generate a different thrust being "flat rated and de-rated" with a different takeoff static rated thrust: you can check by yourself: if you take a B737-800 (pmdg is based on a 26k engine) and set rated thrust at 15°C sea level and 1013 mbar (ISA) you got a "design point" giving : 97,9-98,0 n1% ("corrected" N1% ), EGT = about 722°C (margin between max EGT=950°C = 950-722=228°C) ; If you now press the "TO BUMP" (now the engine delivers 27K) you got the "design point" for the 27K version of the engine: 100,5N1%, EGT=783°C Now I can summarize what would happens at different outside temperature (15°, 30° and 50°) 26K version 27K version 15°C N1=98,0 egt= 772° ( egt margin=228°) N1=100,5% EGT=783° (margin=167°C) 30°C N1=100,3,egt=822° (margin=128°) N1=102,6% EGT=830° (margin=120°) 50°C N1=97,2%,egt=857 (margin=93°) N1=98,7% EGT=864° (margin=86°) So as you can see till 30° (flat rating temperature point) thrust can be mantained constant by increasing n1% (but reamin different being different the rated thrust) By increasing the temperature thrust is being reduced because in spite off EGT increases N1 is lower (otherwise you overpass EGT limits because if outside air temp is higher you need a turbine inlet temp higher to develop the same N1% speed) but thrust remains different (97,2% n1 vs 98,7% ) Anyway at higher altitude where turbine inlet temp is not the most important limits (because total air temperature at the intake of the engine decreases) the continous thrust of different rated engines should be almot equal being based on the 104% max N1 limit (all the engines should reach a max 104% N1 but I can't remember) Ciao Andrea Buono

Hi, I'd like just add that the engines are basically the same all could deliver 27.300 lbs rated static thr. the difference settings are obtained by FADEC settings (less thrust=less N1%). Best Andrea Buono

Hi, I think that Boeing SOP are the best (for a not professional pilot at least)..short and coincise ..many airlines use those checklist indeed. I remember my last experice into a fixed base B738 trainer (B738 FTD): Great experience ...screen= 6 30° wide projectors with a wonderful scenario...etc..the most difficult thing? They use Ryr checklist format..that is quite different from Boeing's one (i.e. ryr groups togheter taxing and takeoff checklist voices etc.) now I was trained to use Boeing ones...the most difficult part of the preflight was challenging with those "new" (for me) and "strange" checklists Best Andrea Buono sorry guys, I meaned Boeing checklists.. I misunderstood the question...(SOP n ot checklists) Ciao Andrea

Hi, Naturally What I'm writing is a my personal opinion and I respect all the opinions, differences etc, but I really can't understand, sometimes, the desires and the concerns of same users. I.e. on last saturday (last week) I've spent two hours in a wonderful fixed base B738 trainer, a system with a projector giving a width angle of vision of 180°, wonderful sceneries, a faithful flight dynamics etc. etc. but naturally when I programmed the payload I inserted it as WEIGHT. Now we're very lucky to have computer software as real as they get like ngx B738..and I've bought it firstly for studying and understanding the B738, FROM THE POINT OF VIEW OF THE PILOT, so I was interested in realistic flight dynamics, having complete systems and gauges, a realistic CDU of FMC, a realistic "instructor station" giving me realistic failures variety with realistic failures to study..to deeply understand..realistic manuals..realistic controls feelings (this very difficuly by a joystick)..what am I interested "to see passenger" like when I book a flight? NOTHING ..ABSURD , A NONSENSE for me..also ina full motion level d B738 simulator costing tenths millions dollars you'd see your "passenger" like weight and center of gravity...if you're interested to see pax etc. problably this software it's not the one for you...on the contrary I need it for spending hundreds of hours in training..training..training.. Excuse me for me opinion but I can't understand: PMDG got us the best computer based software of the B737NG ..and someone complains of these absurd details...next time another person would coplain about the lack of real seats for the passengers or the lack of microwave owens.. It's really true that when you show the moon to some kind of people they look at your finger.. I do my apologizes for my "politically uncorrected" opinions Best Regards Andrea Buono

Hi, From the moment I'm becoming older and older and I don't want to wast too time to think I usually use a CI of 30 and I'm happy...jet A1 is not expensive with FSX... Ciao Andrea

Hi Saul, could you help PMDG to update their model by sending to the developpers all the aerodynamics data (equations) necessary to make a realistic simulation of the new 737 with "scimitar" winglets? (just an "eye-candy" external update is a nonsense according to me)... Ciao Andrea B.

But, if I use Eurocontrols new charts, my "old" cmc data would still be outdated right? Hi, Right... you can update your FMC AIRAC database or by navigraph or by Aerosoft LIDO (Nav Data PRO). Both the sites have different combinations of prices i.e. monthly (13 AIRAC per year to be exact, like in real life) or quarterly etc. Best Regards Andrea

Hi, I can well survive also without service pack 2! Very happy of the actual version available! Ciao Andrea Buono P.S. Only one thing (but very difficult to obtain) I'd like that in the next pack were added some more complex failures regarding flight controls and gear (i.e. flaps assimetry or one of the main landing gears not down)

Hi Brian, Thanks, I Will do. I have also verified my UAC but is already in "low" position... Ciao Andrea

Hi Brian, Thanks you, I checked my panel.cfg file (in reality in my configuration I got a "panel folder" having more than 1 file i.e. : panel, panel 4_3, panel_VC_high, panel_VC_low, panel_wide and 4 panel images and an HUD folder inside (the working panel should be panel_wide 'cause I use 2d view and wdewiew command in my fsx.cfg) but in no one of those panel file I can find a FS2crew entry, in fact my last window number is window19. Yes I've used the correct fs2panel reboot configurator with administrator rights (and switched off my Windows firewall and my real time antivirus check before downloading fs2crew reboot....) i'll try to reinstall on next days... But..just a stupid question..(it's not certainly possible because it'd be too easy..) do you think that adding "by hand" your "windows20" and "windows21" istructions at the end of all my panel.cfg files I could solve my problem? Ciao Andrea

Hi, It seems to me to have followed all the instructions in your FAQ and quick help topic etc but, by starting from a previous fs2crew NGX installation I didn't success in installing my new ngx reboot.... I cancelled and reinstalled my ngx files...administrators rights..cancelled simobjects NGX folders (apart my add on liveries)..enabled fs2crew reboot by using administrators rights..etc..etc but no chanche to get fs2crew reboot working (button edition) I tried differents letters to assign to that "autofeather function" but the problem is that in the ngx cfg file there is no istructions related to fs2 gauges...I tried three times..unistalling and reinstalling (and also each time updating my FMC AIRAC database) but without success.. Any idea? I'll retry in the next days.I don't want to give up..but if all won't success I'm going to return to my "oldfashioned" but easy to use fs2crew ngx... A simpler way (avoiding to unistall and reinstall all the ngx software) to pass from fs2crew to fs2crew reboot could be an idea for a future developpement (but if Brian couldn't do it I suppose is very difficult...) Best Andrea Buono

Hi, My advice would be to read your ngx manuals and learn where MCP light controls knobs are locate... ( a little help...when using your VC panel click on the control colum to lower it and look at the knobs that you can see under the screens...) Ciao Andrea Buono

Hi Chris, you right: V1 cut are really very interesting... the first problem here is that w/o a software like fsipanel, using just your standard ngx failure menu (don't misunderstand me: it's a great tool with a lot of realistic failures that can be simulated)but you can't program an indicated airspeed from which failure is triggered and by using standard "v1 cut failure" at RTOW and TO BUMP when you realize that your engine has failed (i.e. 2 second later) you've overpassed v1 and you're committed to fly (anyway very interesting having in your SID bound to Thessaloniki a 6000A constrain at a near waypoint that in this moment I can't remember and with one engine out you'll have to program an holding over there to reach that altitude...) Anyway very interesting..I prefer to keep some margins vs TOPCAT calculations (i.e. I require a margin never less than 200-300 meters otherwise I reduce my weight) because as Joe have said TOPCAT is not always correct (naturally you'd use a real air company takeoff calculator software to have precise data (valid for real airplane in that company's configuration). Ciao Andrea

Hi, last week after having seen videos about Skhatos takeoff (both A320 and B737) LGSK( runway lenght= 1650 meters) I tried that: I remember that last year an Italian Air Company whose virtual "real related" company I'm flying for was operating a (teorically) non-stop LGSK-LIMC flight . But when I asked (via my real related virtual company) how , during strong headwind day(usually we got always headwinds flying from Greece to Italy), could perform a non-stop flight without penalizing too much the load factor they replied than sometimes a refuelling stop to Thessaloniki (LGTS) was necessary. So I programmed a short hop LGSK-LGTS using both a B737-800 and B737-700 under those conditions: Flaps 25 bleed off takeoff; T.O. bump engine power (27.3K pounds) RTOW (Reduced takeoff weight) based on TOPCAT with a margin of 200-300 meters anyway: fuel=4200-4300 kg (short hop to LGTS about 110 miles plus 2,5 tons reserves so I saved my load factor...) But naturally before operating this flight I executed a couple of (before) V1 cut (no go). I used Fsipanel but the problem was "to tune" the speed to trigger the failure...having a V1 of (about) 125 kts I had to select a value of about 113-115 kts to "feel" tha failure at 122-124 kts (in such RTOW and TO BUMP condition you got a very fast acceleration in fact your weight to thrust ratio is equal if not better than that one of a Concorde). So my advice is : before trying a short runway takeoff to have a little training about before V1 failures... Best Andrea

Hi, and don't forget that "Indicated oil quantity may decrease significantly during engine start, takeoff and climb out. If this occurs, engine operation is not impacted and the correct oil quantity should be indicated during level flight". (B737 FCOM Vol.2 page 340) Ciao Andrea

Hi, I usually arm LNAV on ground (if the criteria that Kyle has outlined are meet) but not VNAV (also if it's possible with NGX and Boeing FCTM reccomends it) : the (real) Airline SOPs I'm applying don't allow it..I think maybe for having procedures "commonality" with their complete fleet (you could have airplanes with software upgraded to last version and others with old software version not allowing that feature) I use FL CHG till flaps rectraction (usually NADP1 3000 ft AGL) Ciao Andrea

I would also be happy to pay a small amount for this visual upgrade, as I think it adds a huge amount to the essence of the aircraft. I don't agree I would pay only for an upgrade of the flight model togheter with visual (scimitars only visual w/o simulating the exact aerodynamics of that model it's a nonsense for me)..I wouldn't pay for a visual change only ... but it's just my personal opinion... Ciao Andrea

Hi Vernom, you'd know: Collins WXR-2100 (as stated i.e. in intorducion manual page 46) Best Andrea "Introduction manual"

Hi, Let's hope that the forecasted weather will be "decent"!! :rolleyes: Sorry but I couldn't resist... ... I use this method: looking at the arrival airport forecasts (i.e. if arriving at LIRF I selected LIRF weather in ASN Next) I look at the wind at three levels according to my flight level (i.e. if I'm crusing at FL350 I could consider winds at FL300, 180 and 9000 ft and insert these data into FMC DESCENT FORECAST PAGE... Best Andrea Buono

Hi, I remember that during a fixed base trainer session throttles weren't aligned after selecting a/t takeoff power but the EEC syncro system equalized the thrust of the engines in spite of throttles position... Ciao Andrea

Hi, yes 0,4-0,6 difference is nothing...you should try a MPA check (maximum performance check is an excel spreadsheet for testing CFM56 performance in which you have to set your engine at a given N1% (normally 65% or 75%) and input into the spreadsheet your altitude, outside temperature, CFM56 type (i.e. CFM56 7B26 or 7B27) your EEC setting (it seems to remember that CFM56 can have seven different settings i.e. variable bleed vanes schedules giving seven slight different corrected N1% vs corrected N2% curves) etc. and that spreassheet returns as output the max values than the others values (N2%, EGT) to be into normal limits. You should find that spreadsheet here: www.sjap.nl Best Andrea

If you fail the engine such that the core is completely locked, then there's nothing you're going to do to get that engine going again (and, honestly, you wouldn't want to). That's what the Severe Damage option is all about. Additionally, a V1/VR/V2 cut is just going to re-light again (since you're taking off in CONT mode) Hi, As Kyle has very well explained in this case you've no chanche to relight your engine and you've to learn about one engine flight, approach and landing..this is an important part of pilot training program in real life... You've to learn if an engine failure is recoverable (if the engine is spinning etc.) or you've a severe engine damage (i.e. seizure or also an engine fire, you know after using egnine fire extinguish agent you cannot relight your engine also if it's spinning). A good chanche to learn about single engine approach and landing technique..a really interesting matter..and after having learned that you should also experiment a single engine go around a very demanding task... Best Andrea Buono

Hi, Oh sorry I've made a mistake..I invrerted my reply about fuel pumps..naturally I leaned switching off the lower ones..shame on me! I do my apologizes, I was writing too fast 'cause I'm in a palasport where basket match is to begin... Thanks Joe! Best Andrea..