Andrea1

Hi, you'vr a seized engine (the wrost scenario) so naturally you cannot restart it ..welcome to real world training scenario! A good chance to learn the one engine out approach and manual landing (keep in your mind max flaps = 15 during manual landing) about 4 units of rudder trim on "live" engine side...70-74% N1 to keep Vref15+5-Vref15+10..not too bad..remember to: - open fuel crossfeed and mantain (by switching off your fuel pumps of higher fuel level side..but keep all pumps on during final stage); - switch on your APU and APU gen on affected side... - switch off packs of affected side.. If in cruise set driftdown speed in your CDU (left or right engine out page) - Remember to switch off configuration warning (15 flaps is an abnormal landing configuration) Read your QRH (I used my memory) P.S. A secret: ..using a "fail operational" configuration you can perform (after having set your APU generator) a single engine autoland using flaps 30...only bad thing you can't reinsert your autothrottle (in real life you can) (see page 208 FCTM) Best Andrea

Hi I agree too... Money spent for purchaising pmdg products is well worth... I've been practising flight simulation since 1990 and I've seen and tested almost all high quality products regarding airliners (first step using fs3 and fs4 then airline simulator1 and 2, B744 precision simulator ecc. ecc.) and i.e. till ten years ago a software like NGX 737 would have been a dream! (I'm stil strange for me the fact that the developpers have succeded in making a such realistic and complete simulation in spite off all the limits inside FSX)... Best Andrea Ciao Andrea

Hi, On the other hand all the economic system works with the same rules.and has the same risks. the rate of change risk is one of there..i.e. for an european person, 'cause the weak of our euro currency going to the States will be more and more expensive... Ciao Andrea.

Hi, Me too (using cold and dark situation), I hope my technicians will fix that (maybe a wires leakage) during the next overnight stop..anyway reported into maintenance log... Best Andrea

Yes a good "Easter-egg" Bye Andrea

Thanks Andrea! I'm in the EU usually about once a year around January. Perhaps I should stay a little longer next year... Yes...a very good idea... or maybe a good excuse for me to visit the beautiful Norway (if I well-remember you have relatives there) Best Andrea

Yes fully agree. Thanks Kyle for all your work and the support you give to the flight sim community. Me too fully agree!!! If I were a real pilot I'd like to have Kyle as Chief-Pilot and Training Captain... What a pity We're living on the opposite side of Aflantic..otherwise I'd like to invite him with my in one of my next session in that fixed base B738 trainer where I've used to go (in Milan) ... Ciao Andrea Buono

Hi, problem solved..sound like I suffered of an issue about "administration rights" (I have Win 7 64): I've changed my security tab of all pmdg models in simobjects running as "administrators" and now it's all right as usual... Sorry and thanks for your help... Just landed in LICJ (VOR appr rwy 07 in IAN mode) with a strong crosswind (020/30) Best Andrea

Hi, Thanks, my wxr radar is working and i've executed a fresh reinstall..now I'll try again by using a "cold and dark" situation. Bye Andrea

Hi Folks, Sorry to disturb you but I've tried with the "search" button but I can't find anything... After the upgrade during my test flight when I tried to insert three wind level into descent forecast page (i.e. FL240 030/20: FL120 020/20 6000 020/10) my FMC doesn't accept any altitude input deleting my digits... Any Idea Thanks a lot in advance Best Andrea

Here it's 18.55 (6.55 P-.M.) Ciao Andrea

Hi, the Leonardo Maddog Md82 add-on is avaible now for "sharing-cockpit" experience... Best Andrea

Hi Maurice, Could you have the Real World CFM56-/BE parameters data and equations to pass to PMDG staff to simulate that engine? Otherwise I thik is very difficult to simulate a brand new engine w/o engine data... Best Andrea B.

Set 20 failures per 10 hours of flying, dispatch with an inoperative system, and only fly sectors with a flight time of less than 1Hr 30mins... see how much time you have to whinge about cockpit geometry then! Brian you great! I would like to thanks a lot, once again, all PMDG staff for having made this wonderful piece of software. Thanks to a so realistic software I was able to go into a B738 fixed base training and succeded in managing it "almost like a real cadet pilot" no need of an instructor controlling me on the right seat. and all that..in spite of the wrong geometry of cockpit...let's hope than pmdg will let the possibility of choosing between this "wrong cockpit geometry" and the new (correct) one (but I usually use 2d only for HUD training with VC 'cause I don't like VC..too frames lost in my system)... Best Andrea Buono

Hi, Nice explanation. Just a question, is isn't the relationship between N2 and N1 logarithmic instead of exponential (in part due to increased inefficiency as thrust increases)? I don't think, you know: the airmassflow and compression ratios worked out by the compressor depemds on "compressor map" function of the compressor that is different for every compressor and giving for each "corrected N2" or "corrected N1" the air massflow the compression ratio the compressor efficiency etc.The relationship between N1 and N2 is simply when at given N1 and a given N2 you can elaborate the same mass flow (in the core engine)etc. etc., you know: by modyfing fuel flow you can just modify turbine inlet temperature so you can modify just N2%, N1% adjust itself based on "residual energy" remained after that gasflow (air+fuel) has delivered the work necessary to spin N2 turbine (and teorically n2 turbine work is equal to high pressure work also if , naturally, hp turbine work is a little higher because that turbine has to drive also the accessory gearbox and a small part of air delivered by the compressors is being bleeded off for pressurization etc.) but corrected N2 vs. corrected N1 values depends on the relative "compressors maps" , bleed off valves position (or "variable (pitch) nozzle vanes into the low pressure compressor) BPR (by pass ratio) etc. etc.... BTW the only one time I tried to simulate a jet engine (but a single flow turbojet not a turbofan very complicated..having a lot of variables i.e. outer fan compressor ratio, inner fan compressor ratio, lp compressor, hp compressor...) by an excel spreadsheet I've worked out a 6 degree polynominal function(i.e. y=ax^6+bx^5+cx^4+dx^3+ex^2+fx+g) by starting by 7 values worked out by the software "gasturb" (i.e. corrected N% speed vs. corrected Airflow; corrected n% vs. compression ratio etc.) Best Andrea Buono

Hi, you can also perform this test: you know in reality specific fuel consumption is HIGHER at lower N2% (I think about N2 because, as you know there is a direct relation between turbine inlet temperature, and consequently fuel flow, and N2) because the overall efficiency of the engine is lower (lower compression ratio, mass airflow etc.) but assume it as a fix one i.e. at the takeoff value i.e. about 0,35 kg per kg of thrust. Now put you B738 in an airport at sea level isa condition( 1013 mb 15°C) and record fuel flow at ground idle (i.e. 300 kg/h) from that data you can calculate your "theoric" thrust as 300/0,35= 850 kg now repeat that exercise for various N1 setting and you've a tendence of how thrust varies vs. N1. P.S. Naturally in real life specific fuel consumption is higher than 0,35 in idle (i.e. 0,7-0,8) Ciao Andrea

HI Folks, to give you an idea at low N1 setting thrust is almost proportional to 2nd power of N1 . Ie with 20%N1 (0,2) thrust is about 0,2*0,2=0,04 takeoff static thrust..as rule of thumb..if you design and test a turbofan by the freeware gasturb you can check by yourself (naturally in that case, being the freeware limited to "basic turbofan", not having variable nozzles vanes simulation or bleed off valves to discharge airflow at low n1% you cannot reach 20% n1 because the minimum n2% and n1% rotor speed having a "fixed geometry" are higher (at 20% n1 engine wouldn't be "self-sustaining) Best Andrea Buono

Hi, residual thrust , that high by-pass ratio turbofans are ground idling at 20% N1 and 60% N2 is about 3-4% of the rated thrust, you know thrust is not a linear function with N2 and N1%but exponential one (lower the compressor speed lower the compression ratios, air massflow entering to the engine, turbine inlet temperature causing a low "enthalpic delta temperatures" to be useful to produce thrust..." So I can't believe that a GE90 can produce 25366 lbs, also if rated at 115000 pounds 4%*115000=2100-2200 lbs not 23000 and more...in fact fuel flow at idle should be something like 900 kg/h and not 9000... A software to design and study jet engine (freeware): www.gasturb.de Best Regards Andrea Buono

Hi, "Can you provide a little more hard evidence as to why it "needs" said trim? Are you using Boeing CG/Trim tables, or are you just assuming?" I agree with Kyle...and I add: are you a real world B737-700 pilot to be so sure that what you're noted are bugs? Which is your real world B737-700 experience to be sure about what you're talking about? If thousand of costumers haven't noticed those "bugs" and you've and you're not a real pilot i think (not criticism here but I think that before defining "a bug" you need yo have strong evidence about it i.e. as Kyle has outlined by reference to FCOM values, real experiences etc. etc.), is highly probable you've a problem in your controls settings... Tell us and we could help you (I hope) Best Regards Andrea Buono

Hi, and not forget to keep your hand on the trotthles until V1..very easy to forget if you aren't any trotthle device at home... As Ralph as already said it's very important to well adjust your seat..and don't forget to well adjust your height according to "eye reference position" scheme at page 109 Volume 2 FCOM: w/o moving your back from the seat you must be able to see the upper, the gauges and the lower side of gauges panel... Because my B738 fixed base trainer has three monitor for outside wiev of which two (captain and f/o) a bit "slanted" and a central one ahead of center panel)..I've always suffering of a parallax error when going there: on the captain position you see the rwy a bit slanted to the right (also if you're aligned with the centerline the opposite, rwy slanted to the left if you're in the copilot seat).. I hope you'llhave a projector system... Ciao Andrea

Hi Julian, first time I flew a B738 fixed base trainer i ha ds a short hop (LIMJ-LIMC) (about 20 min flight) but when I went there it was told to me that flight time would be from engine start ...I hope so also in your case: keep in mind infact that preflights operations are really time-consuming. If you start from a "cold and dark" situation you can spend also 15 minutes before arriving to engine start... When I made 1 hours session there I usually flew a flight like LSZH-LIMC (about 37 min flight time to have enough time to practice LIMC or LSZH and LIMC taxing).. Now usually I book two hours-sessions so me and my copilot friend can train both with takeoffs and landings... Best Andrea B.

Hi Kyle, Thamks to my NGX training when I went for the first time in that fixed base training B738 I've found that "a piece of cake"...(and certainly passing from a joystick with a few centimetres of travel to a heavier yoke help a lot...) Cheers Andrea Buono

Hi, I can't agree... I've been in a fixed base B738 trainer ..it's slippery like ngx...ngx is realistic..during descents.. Jets are not all the same during descent like you say (there is a difference also between a winglet or a not winglet version of the B737 i.e.), aerodynamics is different..cross area, wing drag to lift parabolic curve is differents, wing area and wing area to a/c weight ratio is different.. engine cross area etc etc.. How can you say that jets are all equals? how can you compare different aircrafts? Best Andrea B.

To conclude. I love my flight simming and have a lot of patience when it comes to learning these new complex and realistic aircraft. I just wish that the organisations that create them spent a bit more time with the instructions! After all, we are sim pilots not real world pilots. Hi, (not criticism here), I don't agree... to conclude to well pilot your NGX and have a lot of satisfaction you're requested to study and learn that plane LIKE a pro-pilot...and you've a LOT of documets to do it: original FCOM volumes 1 and 2 and the most useful of them: your FCTM . Tutorials are awesome just question to spent the right amount of time in practaising..practaising..practaising..like real one thing..I know that at the beginning learning curve is very steep for this plane but, as in real life, you arrive to this plane after having simflown smaller and easier plane it's not a problem..just study and application.. The big satisfaction is that after having learned and mastered your ngx you can go i.e. on a fixed base trainer B738 Sim (see my pic) or a FFS B738 sim if you're more lucky and you can fly it w/o any problem..(in my case the fixed base trainer I've never tried a FFS) and say "ok it's a piece of cake"... BTW LNAV/VNAV is not so mysterious they work like NAV and vertical managed mode on Airbus... Ciao Andrea B.

Hi, (not a criticism here) but if you often arrive "high and fast" there is certainly something wrong in your IFR flying technique... You know PMDG NGX has to be piloted "like a pro" being very near to the real bird performance so you've to "think ahead" to your plane... I.e. if I'm approaching at LIMC rwy 35L and I know that just after NOV at 4000 ft I'll intercept my glideslope problably it's better to put an "hard constrains" in my CDU like 180/4000 at NOV to arrive there stabilized at flaps 5 and at the right attitude, and if I come from RIGON knowing that I have to be at 180/4000 over NOV it's better to introduce another limit at RIGON like 210/6000B to arrive there not too much high and at flaps 1 speed..these constraints are important also to "think ahead" if I see that at 5 miles before RIGON I'm a quite high and not sure to arrive there at 6000B it's better to use speedbrakes or increase approach speed and use FL CHG mode instead of VNAV... Another advice is not believe in your VNAV like a mantra...VNAV mode is not perfect..also in real life and especially if you have a strong tailwind during descent it could give you a wrong descent path..you as Captain has to actively check your descent path and act if necessary i.e. by using FL CHG instead of VNAV and playing with IAS knob (increasing IAS) , applying speed-brakes etc. until you're sure to be on the right descent path again...(Acting instead to be "magenta-boys" it's one of the main reasons by which pilots are so well-worth paied for).. Another trick for avoiding overshoot could be an early gear down extension during approach (i.e. at 240 kts) before flaps 15...if it's necessary avoiding to have the day ruinded... It's also important "to feed" your descent forecast page in your CDU with winds and altitudes if you've strong tailwind during descent (reading them by your wxr engine i.e. if you're bound to LIMC and flying i.e. at FL300 you can read your LIMC wind at different altitudes and insert i.e. FL240, FL120 and 6000 ft wind data...) Anyway you've to study and improve your flying skills..firstly by starting from the tutorials flights... Ciao Andrea B.