Andrea1

Hi Kyle...yes you'right naturally also real plane "feels" the pax as weight... :rolleyes: Best Regards Andrea

Anyway, by using manual throttle I experimented a full automatic single engine approach..very impressive...(also if usually I use flaps 15 and manual landing in such conditions for training and proficiency)... Ciao Andrea

Hi to all, According to me if you are flying with a "flight operational" B737 using A/T in a single engine condition should be possible in real world and the impossibility (also if you have got two electrical source available APU for the failed engine side and your engine's generator on the other one it's impossible in NGX to reconnect a/t) I think is a small issue of NGX: By reading the FCTM regarding single engine approach at page 208 it's reported that: "900EROne Engine Inoperative - Fail Operational AirplanesILS - One Engine Inoperative737-600 - 737-900ERWith an engine inoperative, autoland operations are authorized for flaps 30 only. AFDS management and associated procedures are similar to those used during the normal ILS approach. Refer to the PI chapter of the QRH for flaps 30 gear down, engine inoperative performance. If flaps 30 performance is not satisfactory, a flaps 15 engine inoperative landing is required. Autoland operations are not authorized with flaps 15. Weather minima for an ILS approach with one engine inoperative are specified in the applicable AFM and/or the operator’s Operations Specification or equivalent.Note:After LAND 3 or LAND 2 is annunciated, use of the autothrottle for an approach with an engine inoperative is recommended for authorized operators." From those words I can just understand that real plane can re-engage A/T after engine inflight shutdown procedure is over (like Md80). Let's hope this feature will be fixed in the next ngx update. Ciao Andrea Buono

Hi Frank, essentially fsx "feels" the pax as weight: you cannot change max pax config but you can always change payload to simulate "virtual pax" keeping in account that, if I well-remember ngx considers about 80 kg per pax (one man plus hand-luggage a woman should be 10 kg lower and a child/small boy 35 kg to be precise) and you can add 20 kg (max in most european domestic flight) as cargo per pax into the bays. Ciao Andrea

Hi to all, I'd add another consideration to all the previous answers: differently to real world you've to remember you're alone into the cockpit...no possibility to use toe-brakes (you) and rudders (your fellow in the right seat) to decrab the plane at the same time..so if I had a 30 knots crosswind t that is the crosswind limits on dry rwy for many companies) why shouldn't I use my autobrake for slowing down while I use pedals as rudder to decrab my plane? Ciao Andrea B.

Hi, I with my simple saitek ST90 joystick use sensitivities very low....I use to fly in a fixed base simulator of the B738 and there the yoke is really "heavy" also because you've to keep in your mind that the trval of a stick is just few cwntimetres while the travel of a yoke is really longer..so I really prefer real yoke....easier to apply fine touches there... Ciao Andrea

Hi Cliff, depends on a lot of factors: gusting winds, speed altitude restrictions atc requests etc tec. On the other hand YOU are the pilot, YOU are the captain you must decide and "think ahead" your plane...if you would accept always the automatics you wouldn't be a pilot...but just a "system observer"... Ciao Andrea B.

Hi to all, as Scandinavian has well explained learning manual landing is paramount...is a necessary skill for an airline pilot... to which using are used to autoland everytime I'd like to ask a simple question...what would you do if, for any reason, autoland would fail? Could you execute a manual landing and save your's and the others 180 souls you've just behind of you? If the answer is "maybe or "problably" you need a lot of training..'cause in the world of pro-pilots "maybe" or "problably" are not acceptable answers...you're a pro and have to take 180 people from A to B in a safely manner...otherwise manual landings are amusing...every now and then you can be wrong on "timing" so arriving to an "hard landing" sometimes a little "harder" but also in real life it can happen...using always autoland it's very frustating... Best Regards Andrea Buono

Hi Bert, Have you considered that speeding up at the same N2 more speed means more dinamic pressure and so more air entering into jet intake due to "ram effect" (air flow entering into the intake is proportional to dynamic pressure P1=Po*(1+0,2(Mach)^2)^3,5, so you need more fuel to mantain a constant air to fuel ratio (and then of course a constant N2%)? About takeoff roll the strange thing is otherwise that, until 80 kts, fuel flow is corrected and realistic (i.e. 0,35 kg per kg of thrust) over that speed, if a well remembrer firstly it decreases then it increases more than realistic value but It's certainly a FSX limitation... Ciao Andrea

Hi to all, Regarding IAN approach, it's really a big help with that fictive glide path! This Evening (just few minutes ago) I've executed an approach and landing to Skiathos (LGSK) Greece Island: dangerous and very demanding approach ...rwy lenght= 1623 meters (5324 feet) long and only 30 meters (100 ft) width, NDB approach with offset course (5 degrees) and tonight 8 kts of crosswind....just an error: being worried about overshoot I touched hard with almost no flare...100 meters before the "boxes"...sorry to my pax.... Anyway try the difference on execute this approach by using IAN nav or traditional ndb....(i.e. HDG and V/S) technique.... BTW also the takeoff with almost full pax (B738 i.e. 57,5 tons ZFW) and 7,8 tons of fuel on takeoff (Air Italy perform a direct flight LGSK-LIMC) with flaps 25, bleed off, and "takeoff bump 27 k" is very amusing... Ciao Andrea Buono

^^ and: Whether or not you completed the tutorials QUOTE and reading the manual (to know performances and limits of the plane you're flying, as in real life)! Ciao Andrea Buono (on next June 8th my next session in that b738 fixed base training sim)

Hi, TOPCAT: (Takeoff performance calculator) could help you if you give it your a/c weight, enter meteo conditions rwy in use (and dry or wet etc.) it can work out best flaps setting for takeoff, max de-rate Vspeed etc.... Very useful . Best Regards Andrea Buono

Hi. I find really uncorrect to compare a Seneca (prop aircraft) engine out yaw vs. a Boeing 738 it's uncorrect because you know prop aircrafts have stronger yaw moments due to "prop effect" vs. jet how could you compare that? (and is anyway wong because toy can/should compare two identical things i.e. two B738 software programs..not compare two different things). And.... how many among all of you having wrote about "wrong" yaw effect of the NGX are real B738 pilots who exactly know real yaw effects of the real plane? I've been waiting a comment about a real B738 driver who know real plane...this only could be a correct opinion! Best Regards Andrea Buono

Intro manual stuff... You know...that shorter manual that explains some of the quirks and things people would come in here and assert were wrong or not normal...? Hi Scandinavian, You Great! Reading the manuals is paramount! Ciao Andrea B.

Folks, here it's an example referred to a a 18000 liters of tank capacity (4755 USG) refueller adv A 18,000L rigid refueller mounted on an ERF 6x2 chassis The refueller is equipped with 2 x underwing hoses and 1 x overwing hose, single meter and filter monitor, enclosed in a weatherproof cabinet The refueller conforms to latest European Standards EN12312-5 and JIG 10 requirements Height: 3,400mm (excluding beacon) Width: 2,900mm Length: 10,650mm Rigid ERF-ECT 10.35RDB3 6x2 right-hand drive, MAN D20 engine, manual gearbox, 260KW, 353hp, Registered May 1st 2005, gross weight 26,000Kg, extended cab, ZF gearbox 2,000LPM through 2 x underwing reel hoses if used simultaneously 1,000LPM through 1 x underwing reel hose 300LPM through 1 x overwing reel hose 300LPM through 1 x underwing hose 1,500LPM Gorman Rupp 06C Self-priming centrifugal pump (PTO driven) Filter water monitor, carbon steel to API/IP 1583, max flowrate of 2,000LPM Avery Hardoll BM series bulk meter equipped with Veeder Root EMR3 electronic register and mechanical rate of flow indicator calibrated in litres and litres per minute Avery Hardoll BM series defuel meter equipped with Veeder Root mechanical register and mechanical rate of flow indicator calibrated in litres and litres per minute Aviation hoses meeting EN1361 type ‘C’ 2 x Ø50mm x 30m long 1 x Ø38mm x 30m long Best Regards Andrea Buono I

Hi, I usually keep the A/P and A/T engaged till DH (i.e. 200) according with S.O.P. of an important european B737 ng based company, if turbulence and shifting wind are a factor I disengage both earlier (i.e. from 1000 to 500 ft AGL) : I need to "feel" the plane ....the same technique Ive been applying during some session I'm having in a "fixed base B737 simulator". But last time was different: we've a strong crosswind so I disengaged both at about 800-900 ft AGL set (by heart) throtttles at 53% N1 and executed a good crabbed landing decrabbing by kicking down my right foot just after having touched down...all well apart that my unexperted copilot : he was having an "heart-attack" not being used to that type of landing... Ciao Andrea

Hi, Me too never heard about "flaps 10" configuration takeoff... Ciao Andrea

Merry Xmas to all of you! Andrea Buono

Hi, Examples about corrections applicable at Vref due to gusting winds are reported into Flight Crew Training Manual... Merry Xmas! Andrea Buono

Hi Luke, this aircraft is not exactly easy to master like a Cessna... You should really willing to master that... that said: 1) study the manuals, systems etc. you mstn't have any doubts abouts flight instruments, autopilot modes, controls, FMC/MCDU (maybe the most complex "system" to study having a lot of functions); 2) Learn (by hearts) the limitations (max t.o. weights, crosswind limits at takeoff/landing dry, wet ecc.) 3) Study, study and study again the FCTM (your new "bible") and, at the same time (if not it could be boring) study the tutorials and practise, practise, practise... I have never had problem with ngx but I've been simflying with liners since 1990 from Airline simulator1 to AS2 then B744 precision simulator by aerowinx , the older PMDG 737 etc. so when I arrived at NGX I've found it really easy..I've also spent seven hours in a "fixed base training" B738 simulator but, thanks to my background (now especially with NGX and Ifly) generally I've found it "a piece of cake"! (you know in our hobby the good thing is that more the simulator is realistic more is easy to fly...) So go easy and smooth and good luck...on this forum you could always find a lot of friends ready to help you... Best Regards and Merry Xmas! Andrea Buono

Hi, as suggested by Rich special engine out sid procedures are necessary in some airport due to particular orography. E..O. SID are published for every airport in the SID CHARTS i.e. if you look at the departures charts of Zurich airport (LSZH) you can find also engine out specific procedures (there necessary due to the sourronding Alps..very close to the airport...) Best Regards and Merry Xmas! Andrea Buono

Hi, keep in your mind that a lot of B737 NG equipped airlines don't have all the "state of the art" avionics to navigate. I.e. when I asked to a RW B737 pilot employed in a bigger B738-based european airline about IAN (Integrated Navigation Approach) I realized I couldn't know that systen because the NAV software of those airplanes wasn't updated to that stage Ciao Andrea Buono.

Hi, it depends also by standard operation procedures According with SOPs of an european airline flying the 738 VNAV has never being armed before flaps retraction and I follow their rules (I prearm, if it's possible (you know: if the first w/p lis 5 degrees max from rwy heading) LNAV before takeoff, use FL CHG until flaps up (i.e. I set 220 kts in the speed knob after reaching flaps retraction altitude and retract them on schedule) and after that I arm VNAV. Ciao Andrea Buono

Hi Dinshaw, yes, you're right in my quiz SAT=-56 °C, you know sound speed is about 661,09 kts at msl isa (15°C=288 kelvin degrees) and decreasing according to the square root of temperature ratio so being -56°= 217 kelvin at that temp sound speed= 661,09*square root(217/288)=573,84 kts and Mach 0,78= 0,78*573,84= 447,6 kts, rounded at 448..Q.E.D., your question, from your pic SAT =-39 C =234 K, your TAS= 460 kts, sound speed= 661,09*sqrt (234/288)=595,90 kts, 460/595,9=(about) 0,77 Mach Ciao Andrea Buono Como - I

Hi to all, According to me, to be more precise, at the inital question was to be added "in ISA condition" because if you wasn't in isa (i.e. temperature 15 C at sea level your result could be different...) anyway here it's another question if I'm travelling at Mach 0,78 and my TAS is 448 kts which is my outside air temperature? Best Regards Andrea Buono