Andrea1

the subject is well explained into Flight Crew Training Manual that gives you also some examples... Ciao Andrea B.

Hi to all, Igot a little problem and I need a little help...from three days when I go to the ngx forum I can't see the topics. titles but only the name of the author i.e. "started by Robert Randazzo" ecc. I tried to "play" with forum options to obtain the normal forum view (message titles) ecc. but without any success..any idea in what is wrong? Best Regards Andrea Buono

Hi to all, If I well remember (if not changed with service pack "1C") short field package is only "eye-candy) in NGX no chenge in Vref or Vspeed before or after having installed that, no change in aerodynamics of the B737 so, as consequence no change in takeoff or landing distances... Ciao Andrea Buono - I

Hi Dieter and Kenny, I think that simply your B737 cannot operate at that latitude: from page 53 1st volume of b737 manual (limitations): "Maximum flight operating latitude – 82° North and 82° South, except for the region between 80° West and 130 ° West longitude, the maximum flight operating latitude is 70° North, and the region between 120° East and 160° East longitude, the maximum flight operating latitude is 60° South." So (apart maybe some specifically equpped version) this bird is not built to operate in those regions... Anyway remember first rule: studying the manuals ia paramount Ciao Andrea Buono

Ciao Roberto, I agree with Fabo: different airlines use different methods... BTW are you sure about weight limitations for Ryanair? Usually the most of companies B738 has a max takeoff weight of about 79015 kg (174200) lbs and you should consider NGX limits that you can read into aircraft.cfg file i.e. max ramp weight 174700 weight (79.243 kg) empty equipped = 91300 pounds (41.414 kg) and not a generic weight..keep in fact in mind that ngx weight limits are general not depending on which livery you can select... Bye Andrea B.

Ciao Roberto, very easy: you can check your b737 D.O.W. by selecting "0" pax, and "0" cargo in your fmc fs load page, by doing that you should read 41,4 tons. A passenger weights 80 kg in this simulation (but I used kilos I can't say in pounds, maybe is a rounding of 180 lbs=81,6 kg) anyway 73 kg + a hand baggage (8 kilos) is considered (you should say that a male could weight more than 73 kg but females and childrens weight a lot lesser) so I usually add (minimums not considering extra cargo) 15 kg per pax in the cargo bays to simulates luggages ... A presto Andrea Buono - B738 Captain (Meridianavirtual/ Air Italy)

At What niveau do you need to refill hydraulic and oil ? Hi to all, I can't remember at which level engine oil must be refilled (I can remember 66%) and I can remember where but it's stated into the NGX manual. Anyway indicators become yellow (if I well remember) if you're low on oil. In real life engine oil is refilled almost after every flight: very simple operation indeed: by opening a small door on engine side you can visually check engine oil level and refill them if necessary but usually no more than a can (0,5 liter) on short flight is necessary, you know turbofan are rotative engines..and drink very few oil... Ciao Andrea

Hi, just landed at KMSY after a KIAH-KMSY flight (I usually never fly there but in Europe but this time temptation was too strong) I've seen the hurrycane by Active Sky 2012 wxr map but I was lucky here it's is the wxr at destination when I landed: KMSY 291500Z 27035KT 1SM +RA OVC00-CB BKN037 OVC087 20/20 A2700. (Real airport however is closed now, problably for precaution I've checked it by flightaware before flying). Due to the fact it was a visibility of 1/2SM (800 meters) I executed a CATII autoland flaps 30 only annoying fact was I got a almost constant 180/60 wind from FL270 to 3000 ft and having an headwind component of 34 kts I had to "add" 20 kts at Vref as "wind additive" (the maximum according with FCTM) and having also a "wet" rwy (heavy rain) I selected a "3" position on autobrake...anyway almost a piece of cake apart some turbulence during flight and a couple of "speed shifting)..but during approach an almost constant wind no gusting...I assume real weather would have been wrost. Last but not least let's hope that people living in that area wouldn't suffer too much troubles due to that hurrycane...I'm praying for that... Best Regards Andrea B. - Italy

Hi, According with my personal S.O.P. at decision height just after having disengaged the A/P (fuel saving and easier go-around considerations) apart when in turbulence (I disengaged A/P and A/T before at least 500 ft AGL, depending on situations) Ciao Andrea B.

Hi, Congratulations to PMDG! Happy Birthday NGX!!! :P I remember last year I had to go for my summer holiday on next saturday So I had very few time to fly my new NGX...just when returning home I began to study.... Ciao Andrea Buono

Hi, I've a question to submit to any real B737 pilot regarding NGX engine out flight dynamics. I love simflying "as real as I get" so I'm interested also in studying abnormal procedures etc and among them I often choose (naturally) "V1 cuts" especially after V1 cuts and after V2 cuts being the most demanding ones... Now a question: In a "on-line" review it's stated by a (former) airline pilot testing the ngx that our 737 is "easier" to control in case of after v1 engine failure because yawing is lower than in real bird. I've never flown a real "full motion" level D B738 sim and until now I've not still simulated that failure in the fixed base training b737 sim where I'm going every now and then (six hourly sessions until now) especially because before doing them it's necessary to "practice" memory items etc with my "fellow" 'cause in that case (engine failure) crew coordination during the emergengy managment is paramount. So I'd ask to a real B738 pilot on this forum how is, according to him, the NGX engine-out flight dynamics. Thanks a lot Best Regards Ciao Andrea B.-Italy

Hi, Definitvely NOT POSSIBLE to take off with just one engine by starting from 0 speed!!! You shuold know that you can't have directional control (rudder) if your speed is under Vmcg (Velocity minimum control on ground)!! Here it's why V1 MUST BE ALWAYS greater than Vmcg! B744 is different having 4 engine so you always have TWO SIMMETRICAL ENGINE in any case, in fact there the technique is: 1) Aircraft at minimum wight no pax ecc. crew qualified for that takeoff 2) At takeoff (NO autothrottle naturally) the two simmetrical engine throttle are pushed forward at TO power BUT the third engine is mantained at idle till overpassed the Vmcg here it's how it can possible taking off there! Best Regards Andrea B.

Hi, iinfact it was a mistype I meaned "NGX" naturally not FSX... Ciao Andrea

"You should take some time to read the Introduction PDF that came with the airplane. It explains all this and a lot more in detail." Hi, I completely agree with Paul and add: you should read the introductions pdf AND the tutorial and manuals (i.e. Flight Crew Training Manual) before asttempting to control your FSX..this advice is good as fpr fsx than in real life..FSX it's not a toy and if you want to pilot it you should apply like a pro pilot (ATPL)... Best Regards Andrea B.

"that is a very serious emergency situation, I don't recall that this ever happened (luckily!)" Hi Rico, Welcome to real life, if you were a pilot (especially a Captain) you should be prepared to deal with serious emergency situations too... Best Regards Andrea B.

Hi, a good exercise would be to study the flight crew training manual and learn about engine starting... Best Regards Andrea B.

Hi Benjamin, TOPCAT has got a specific profile for the (former) pmdg 737-800 so it's work very well for the NGX it has also a profile for the 737-700 . FSBUILD has a profile for the B737-800 and if I well remember I've downloaded and updated to a customized profile specific for the (former) PMDG 737-800 so they're work very well. Naturally you've the responsability to choose reserves es. 200 kg taxi, 300 kg route reserve (short range), 1200 final reserve (holding 30 min) 1200 kg Altres (reserve for going to the alternate ) ecc. Best Regards Andrea

Wow! We've to sudy the QRH for months to learn how manage every single abnormal situation...I remember during an inflight engine fire. I executed correctly the engine fire drill as stated into QRH but that tine I got also an hydraulic problem: fire had overheated and damaged also the electric driven hydraulic pump of that engine so I had also to deal with an "loss of hydraulic system" (I can't remember if "A" or "B") situation... Very interesting session that day... Ciao Andrea Buono - I

Hi Benjamin, TOPCAT (for derate and takeoff rwys analysis) and FSBUILD for fuel planning (I add SID and STAR too to the route to have a more precise fuel calculation) are my best friends...another valid product incorporating both could be Vroute Pro...(it's a route planner based on Vatsin route and a fuel planner) but I've just the Vroute info edition... Best Regards Andrea- Como- Italy

Hi, as Martin has noted me too find very strange that, in spite of SFP should be permit to takeoff and land at lower speed (being bigger flaps area and curve) the ngx fmc give me exactly the same Vspeed of a normal -800 B737) ...can't understand... Best Regards Andrea B.

Try to make LIMC-LIRN (Malpensa-Naples) in Italy! I'm sure you like it cause it's terrorise all real pilots, because you make a 90° turn just behind a mountain on approach with the alarm "too low terrain-pull up!" in front of the runaway at 2500 FT! You cannot see the runaway until you make that turn! You can see the trees from the second officer window when you make that turn! Hi Artur, which of Neaples star procedure are you referring at? (Neaples got a lot of STARS depending on initial approach fix, rwy in use ATC discretion etc.) I've landed there many times but without being terrorised at all. But arriving from Malpensa (i.e. PAR UL 995 TEA) when approach was to rwy 24 my big problem is arriving over "BENTO" "on the spot" at 210/7000 from the moment that there you intercept simoustanely both the LOC and the G/S and I solved that by an early gear extension (to mantain 210 kts after G/S capture), has happened to me in real life as passenger in a Easyjet A319, when approaching to rwy 06 (ILS 06) I usually arriving from Ponza follow a PNZ2D Star with an OLEVA transition so no problem there (except the slight offset heading) problably you're referring to some Pomigliano d'Arco (POM) star for rwy 24 arriving from Ponza (PNZ) I can't remember..not having my Neaples charts there... Ciao Andrea b. - Como I

Hi,I got an unregistered version of FSUIPC and the last version of Active Sky (Active sky 2012) but still have this problem. I've reduced the ice setting in active sky at 5% but nothing changedCiaoAndrea Buono

Hi,the only problem is that, if you're using Active Sky and flying into clouds and temp (rat) is below 6 C you have to insert wing antiice otherwise your speed indication will drop to "0" due to pitot tube frozen..the problem is that active sky doesn't recognize pitot heat "on" command just wing anti ice...(not very realistic)CiaoAndrea Buono

If it can't be fixed, then of course it's not a big deal. I was jsut wondering what the reason was, I guess we've got our answer!thanksWhy it shouln't be fixed? If others planes have a fuel flow during reverse operation that is corrected it can be fixed so I'm sure the staff will fix it in next future pack.CiaoAndrea Buono