Andrea1

I executed a cross-bleed start yesterday no problem anyway...I opened the isolation valve and set the eunning engine at 55% N1%... Ciao Andrea Buono

Hi to all,in spite off the CTDs and "freezes" that me too have had yesterday I got also an interesting training: after having flown some "normal" flight I've decided to train myself about V1 and Vr cuts...to test the "feeling"of the NGX...As first exercise I selected a V1-cut engine failure (engine failure before V1)...done...wow...demanding but no difficut...I've programmed a tipical Malpensa-London Heatrow flight (LIMC-EGLL) with about 150 pax and 8,5 tons of fuel (I simplified the route inserted into FMC just SID and STAR and, departing from rwy 35 L I selected as fix the Romagnano Sesia NDB (RMG) 'cause in case of an engine failure it's better to left turn pointing at it instead of flying straight crashing into the near Alps just few tenths of miles ahead...)....Then the second exercise: Vr cut so this time I was committed to fly...all the settings as the previous flight...flaps 5 derated takeoff (assumed temp=45)...80 kts....V1....rotate...ops...engine failure...but it's better to deal with than the older pmdg 737 version....more acceleration...ecc...400 ft AGL I insert the A/P FL CHG (V2+5-V2+10) bank selector 15° and began a slight turn to the left (hdg 270) pointing at RMG...reprogrammed the FMC for a LIMC-LIMC flight via RMG, RMG HOLD, NOV rwy 35R ils)..1000 ft AGL... V/S selected (200 fpm) and 230 IAS we begin acceleration and flaps retraction...clean...i reengage FL CHG 230 IAS....arriving into the hold I complete the checklist...APU on....etc. etc..then I begin the descent at 4000 ft performing a circuit using hdg sel..rudder trim required is not excessive...ready for a 15° flaps single engine manual landing (Vref=153 weight about 63 tons/138K pounds, I extended a little the downwind passing abeam Novara NDB (NOV) at 4000 ft then turn into final for intercepting the loc with an angle of 30° (HDG 020) then...I can't remember the "numbers" for a single engine approach and (problably confonding with B767) I put the live engine at 60% N1 to slow down my bird but also with one engine the B737-800 WL has a fine aerodynamics and it's very hard to slow down!....still levelled (before intercepting the LOC) and with a speed still more than 200 KTS I lower the gear for helping slowing down and reduce the engine at 50% but she's still "lazy" to loose speed! (I was afraid on the contrary to slow her down too fast and undershot the Vref+7 speed I've decided: 160 kts) when stable on LOC and GLIDE I choose a 70% N1 also if still fast (about 185 kts) because by thinking that corrected N1 setting for single engine approach were about 74% I assumed that with a lower setting the bird would have slowed down till the right speed (the older pmdg 737 was more rapidly in slowing down but this one is realistic!!!) at 1000 ft AGL I was still rapid....180 kts...I reduced at 65% but it's too late to use speedbrake too....at 500 ft agl I disengage the A/P..still fast...175 kts....I touched down at about 170 kts!..Too fast...the airplane bounced off...in the air again..and, wrost...with a roll rate component that I've to rapidly counteract with my yoke (joystick)....touched again at about 150 kts....I've "ate" about 1/3 of the rwy but I've still about 2600 meters ahead of me and with the autobrakes selected in position "3" isn't a problem....arrived but I've to study a lot about N1 setting in case of single engine approach...BTWI've read that German's review (by the Goggle-translator) about 737 NGX, please could some real world 737 pilot tell me if the yawing moment in case of engine failure is well simulated into 737 NGX? Because in that review they claimed that in case of loss of thrusth 737 ngx would be "easier" to control than the real 737 because in real life in case of loosing engine poer the thrust lost effect would be more rapid..(but I can't well understand what that means: there could be hundred of ways for an engine to loose power from a rapid "engine seizure" to a slower way according to me) . I'd be quite interested in that subject because I decided that the next training session I'd have in a fixed base training simulator in Milan next month will be about "V1 and Vr cuts" so I'd like to know if the NGX performs realistically about that.Best RegardsAndrea Buono

Just downloaded...First impressions...awesome..it's fantastic...just take a look at the screens...and I've just finished the "style-configuration" it's wonderful...It's mees the real fixed base training sim i'm training into in Milan!BTW in my system, without optimizing anything until now and w/o wxr I got 70 fps average... Ciao Andrea Buono

I'm awaiting let's hope the guys can solve this problem soon... Andrea Buono

I can't purchase..there no link with pmdg store....anyway i'm going to use a "virtual" credit card to buy it.... Ciao Andrea Buono

Americans friends have still a chanche to download their mgx in few time (especially west-coast) now me too I'm giving up...I'm going to bed in short time (here's 01:00 now and I woke up at 06:30 this morning)...anyway not too bad this evening: in the meantime awaiting the release I got a date with a girlfiend of mine...CiaoAndrea B.

The only problem is that on next might (between friday and Saturday) I'm driving to Croatia (Hrvaska) for spending my summer holydays so I hope FSX release will be tomorrow morning (italy's local time) otherwise I'd have to wait until 20th august (my return's day) for flying it....CiaoAndrea Buono

Hi have done two hours ina real fixed base trainig sim of the B737-800 in Milan with two manual llanding (the last one with real time weather: it was dogshit that day on my arrival airport: LIMC: rain showers, turbulence, gusting wind...I had a problem with the A/T and have had problem with A/P during approach having lost glide slope signal for same seconds (what a pity that the plane decided to levelled off during those seconds so I had to disconnect the A/P and performing a manual approach in IFR till 400 ft ground etc.etc.) anyway I touched safely and after a "kick" on the rudder I straighten the plane onto the centerline...a good training for the NGX (I had had also a good copilot), anyway I decided to spend at leat one hour per month (except on August) into that real sim...CiaoAndrea B.

I hope when you are going up the stairs for going into the bedroom with your lover...so you can whisper to her ear: "Tu me fait tourner la tete" (you make my head spinning)... Au Revoir Andrea B. - Como I

00:10 in Italy...and I'm going to remain asleep for a while (tomorrow's my first summer holyday) looking for the release... Andrea Buono

Yes,Happy Birthday Captain Randazzo! Andrea Buono -Como I

Hi here in Italy it's 00:15 of August 4th!Few hours ....but..I'm tired...I'm going to sleep...CiaoAndrea B. - Como

With 466000 lbs of ZFW and 80000 lbs of fuel if you perform a "full power takeoff" also considering a "static trusth" per engine of 58.000 lbs (according with pmdg 744 manual higher static thrust engine models are simulated also if in .cfg file is reported "58000 lbs") you got a total of 232000 lbs of trusth that means a weight/ttrusth ratio of 2,35 than is normal that you, if not at Denver about 6000 ft higher than the sea at maybe 30 °C of OAT, that you accelerate like a rocket. (it is explained also in the PMDG B744 takeoff lesson)..in fact in that case except if you had a 6000 ft long runways using full power is a non-sense...it serves only to add wear and tear to the engines....and the plane is more difficult to control during takeoff and initial climb...keep in mind that a 2,35 w/t ratiois equal to a Learjet 25 executive jet...also the Concorde, at about full takeoff weight (as usual for the Concorde) had a T/W ratio of 2,44...if I were you in that case (if no runway length or obstacles clearence are relevant) I would have used a "T.O. 2" setting...Best RegardsAndrea B.

Sexy and beautiful stewardess giving you (their Captain) their mobile number waiting for a date... Ciao Andrea

Hi,will be the Coke drops corrosion over metallic surfaces simulated ? :( Best RegardsAndrea

"The only thing that matters to us is that the product be fully usable and not require excuses when you install it on your machine."Hi Robert,I agree.The only thing I'm sure is that when your NGX will be released it'll be a masterpiece, another important milestone in the history of fligth simulation, it's not important for me when (I'm going to keep me alive and healty for some years) but how....Only bad thing: due to the delay in the release it'll be obliged to spend some extra hour (till now I've logged two hours and two manual landings) in that B737 NG fixed base simulator in Milan to keep me trained for the NGX...(what a pity)Best Regards and Whishes for your hard-workCiaoAndrea Buono

Hi,I'm a lover of the B737NG but due to the delay of the release of the NGX and wanting keep me updated in a realistic way to pilot this plane (apart the hours spent with the always good PMDG B737 for fs9) I was obliged to spent my second hour into that B737-800 "fixed base simulator" in Milan...(what a pity...). On two sundays ago I was there where Christian, the proprietor and manager of that facility introduced to me Ismail, my copilot for that flight (I requested a copilot for realism purpose) a 20 y.o. boy having a Piper 28 PPL and, being member of that club, hundreds of hours on that B737 Sim.But this second session wasn't a "piece of cake" like the first I have done there...(in Italy instead of "piece of cake" to indicate an easy thing we use the way of saying "come bere un bicchier d'acqua"= like drinking a glass of water)...This time the route programmed was a Zurich-Malpensa flight 54 tons of ZFW+5,4 tons of fuel at fl210 (via GERSA UN850 ODINA) and I decided to use real weather (first time was without weather condtions, this time real and you've to keep in account that sunday weather was dogshit over Malpensa area: METAR gave wind 340/11 clouds various levels (I can't remember exactly) with ceiling 1200 ft, temp and dew point 16 C (both) shower rain with 30% possibility of TSRA, turbulence, Zurich was better wind 220/5 14C and decided also to start from the apron (the first time I had started directly on the runway):Taxing was uneventul I was worried about that but as I began (the tiller was broken so the nosegear had been linked to the rudder) and practised some seconds I was felt with it and thanks to the facts that moving a little forward the throttles the plane wasn't responding so fast as in FS9 and putting than at idle it mantained the speed, moreover screen were very big so you had a better sense of prospective and the final 90 degree turn to the rwy (Rwy 16) had been quite simple.Takeoff was easy: I had a little left crosswind component...During the briefing I decided to execute almost all the sid by handflying (following the FD) and you know the SIDS around Zurich are very demanding...in particular mine was a sort of "S" bend...moreover in real life I've to overflying a certain waypoint at or above 9000 ft but in that sim database the waypoint had to be overflown at 9000 ft so I had to levelled off the bird during a turn with rough air (turbulence) ...in spite off all my efforts on yoke and trim theplane was oscillting 50 ft up and down...also with smallest movement (fingers...) and the copilot saying me "the real bird would be easier to fly: it doesn't respond so quickly to the turbulence and also the controls are less sensitives...but whoever learn here then find very easy the transition into real companies sims")...cruise was good but during approach we had had a problem with autothrottle an engine being responding to the throttle movement the other one remaining in idle...(maybe a software problem not having programmed failures)..my "fellow2 had to recycle the A/T three times before having that problem solved...but the wrost was still to happen...approach was in IFR condition and considering the low ceiling during the brief I programmed as a Cat III ILS monitoring approach but advising my copilot that if, once arrived at 200 ft AGL, he had called "rwy in sight" I would have disengaged a/p and a/t and executed a manual landing...but still in clouds at about 1200 ft AGL the glide slope signal was lost for some seconds (10-20 I can't remember) and while I was trying to understand what had happened the plane began to "level off" and when the signal returned (problably due to a software problem) we were above the glide path!!! the diamond being near the low limit suddenly my copilot called me "What are you going to do: Would you take control or is a missed?" In real life would have been a go around we were at about 1000 ft geound not stabilized (over the glide) but I was there for training so I disengaged the A/P (I mantained the A/T till 200 ft) and called "I've controls" the ride was very hard due to the turbulence, wind shifting very difficult to keep that crossbar centered!!! than at 450 ft AGL my fellow called "rwy in sight" I looked outside..a little high I reduce a bit the attitude...but after having disengaged the A/T at about 200 ft...a descending gust...my fellow yelled at me..."pull up pull up" and I responding "I'm pulling i'm pulling" a little touch forward on the throttles....50 ft flare...30 ft idle...I touch..a little "hard" on the centre of the rwy but a little crabbed to the left...a short "kick" on the right rudder...reverse up...80 kts reverse down...50 kts manual braking...30 kts a steer the plane on the taxiway...I'm a little sweated..my fellow repeat to me "the real plane would be easier to control..."CiaoAndrea

Leaving the A/T engaged the throttles will return to idle at 50ft. You can of course disengage the A/T when you like and adjust the speed manually. Manually can be challenging but fun!!If I land manually I normally disengage the A/T and A/T at around 1000ft.It's not really true: when you are performing automatic approach (autoland) the throttles can be (and are) left engaged always but during manual flight it's explained in the Boeing 737 manuals (i.e. I got the CAL B737 FCOM) it's not designed to cope with manual landings (like i.e. the Md80 where you can mantain it engaged during a manual landing and teorically you could also, after an engine failure, after having sthutoff the failed engine and re-aligned the throttle reengage it) so it's always requested to disengage it during a manual landing not necessarly ast 1000 ft AGL because that it's usually a standard operating procedure of any company (or of any pilot) some company i.e. (if air is not rough) request to mantain engaged it until reaching the minima (and autopilot too) to save a little fuel...)CiaoAndrea B.

"One fellow was even critical of us because we "don't update our products as frequently as our competitors." To that I say: "Thank you for noticing!" You see- the ONLY reason we are still hammering away at the NGX a full 6 months after we would have preferred to release her is that we would rather give you a full, complete, thoroughly debugged and strong performing product 6 months late- especially if the option is to deliver something to you that is buggy, incomplete, inaccurate, poor performing or simply shoddy..."Hi Robert,that reported sentence is another important demostration about the quality of your product. Personally I don't like and I don't choose Fs add-ons because are rapidly-developped or because have a wonderful external model: I want products realistic, as real as you get (with the limits of FS). I.e. also your "old" 737 nver finish to wondwr me: it's the unique, until now, B737NG add-on for FS that matches almost perfectly all the performance tables of the real bird (I checked vs. CAL B737 NG).Recently I has been charged of not understand almost anything about the 737 by same staff members of another B737 NG add-on for Fs9 just because I wrote that their product doesn't match a realistic fuel flow and N% speed at low altitude (holding pattern) and during approach having an higher values vs. real fuel flow of about 65% (a little high according to me): I couln't keep in account fs limits, I'm not a rel pilot...different version of the engine could have different specific fuel flow..(65%!!!) no one admitting their product cuold have some area to be fixed...Here it's the difference with PMDG: Two months ago I rented a B737NG fixed simulator in Milan, of course not a FFS level D sim but a good machine used also for "pre-inteview courses" by airline candidates, naturally for my first mission I requested no wind and the most part of the flight was made by autopilot and A/T with manual landing but, i.e. if I had disengaged my A/T and used manual throttle by setting N1 like the values of the PMDG 737 I would have obtained a corrected pitch/power setting for any speed and flaps configuration (the same if I had used fuel flow as primary setting). If you have to find defect of a pmdg product (strange the famous "FS limits" should be equal for all the companies) you have to make an hard-work i.e. the fact that until now by opening a door (both 737 and 744) doesn't cause a lost of pressurization or flying without hydraulics (i.e. on the B744 by selecting a fluid leak in all the hydraulic systems) you can move the primary controls without any problem..but those are details...So long life to PMDG!!!!!!CiaoAndrea Buono - Como I

Hi,I love pmdg 'cause it's the best: quality/reality not airsimmer...I like complete product not "basic" ...CiaoAndrea Buono

Hi Ethan,Best Wishes from Como, Italy.We are praying for you. We hope soon you could return to a normal lifeCiaoAndrea Buono

I thanks God to have given to us a so seriuos commercial company, you know there are a lot of business companies selling FS addons but the most part of them are "rubbish-softwares" or in the better of the cases, "toys" having few addherence to the real thing.BTW I'd tell you that episode: On last days I've been posting on another forum regarding another fs9 product simultating the B737 ans making observations that, about me, according with Continental B737 fligth crew operating manual performance tables and Ryanair B737 QRH performance tables the fuel consumption of their product in a low striaght flight (5000 ft no flpas and slats V=Vref40+70=minimum drag) was wrong the real being at that consitions (ISA 135000 pounds 214 kias) about 1125 kg/h eng (2480lbs) the simulator being 1800 and more (4080 lbs) . Never had I made them! I was charged of "flawness judgement" not being a real pilot....What could I have expect by a 60$ program? I've to consider FS "limits" (I've made notice that other simulators, without never call them with its name (PMDG 737))matches perfectly all the performances tables (so maybe there were "mental limits" my post being changed the title in "Andrea's fuel problem" I had to look at "big picture" not going to see the small things etc. etc. now I've always been kind and polite and I've been writing in aviation and software forums from 20 years and my criticism have always been accepted in the sense of improving their product but that time I'd never thought to see so verbal violence against me...now it's the last time I've wrote in that forum but also by looking at this I understand the big value of a software house like PMDG (and the big work made at that time when PMDG B737 was released problably it was "at the edge of the technology": I decided to use only thet, of course until NGX, to study and practice the B737 for my next fixed base simulator session)CiaoAndrea Buono

Hi to all,As the most of you me too was awaiting forward for the new 737NGX to be released and I've seen that someone is beginning to lost his patience because the release date hasn't been announced yet but I'd like to do a my personal consideration: I'm an "old" dog with more than 20 years in flightsim but also nowadays with very poerful computers vs. the 20 years ago ones etc. etc. there are very few good simulator add.ons (I means as real as I get in the real plane )on considering only jetliners I could count them almost by using my fingers (i.e.all the PMDG products, Leveld 767, Leonardo Maddog and few others) all the others being "toys" also if always declared by the producers "tested by real pilots etc"So it's not a question on "when it'll be released" but how good it'll be after being released.You should say daily Thanks God to have given to us a so seriuos software house like PMDG.Just an example consider the "old" B737 I tested it by regarding the real Continental B737 performance tables and I've that always matching the real values! This is the real "added value" of PMDG company!Best RegardsAndrea Buono - I

Italy (home)Switzerland (it's 2 km from my home)Vatican CityFranceGermanyBelgiumLuxemburgThe NetherlandsAustriaCzech RepublicHungaryBulgariaRussian Federation (at that time Soviet Union=Sovjetsky Sojuz)CroatiaSloveniaSpainPortugalMontecarloCiaoAndrea Buono - Como II forgot...the always beautiful GreeceAndrea B.

Hi Tony,Might I give you an advice?According to me if you'd go at the controls of a real full motion simulator (I suppose you're a "normal" fs9/fsx user by computer keyboard, joystick etc. and not an home-cockpit owner) you'd need a litle time to "be accostumed to the real cockpit feeling, yoke sensitivity, real FMC keyboards, buttons knobs etc.)i.e. also simpler actions you're performed hundreds of time in your sim are slightly different in the real cockpit i.e., a stupid thing: for placing fuel pump "ON" from an "OFF" position has not to be made by moving the lever from off to on because if you do that nothing happems (on the sim I've hired): you have to "pull slightly" the lever than moving it to "ON": the most part of commands being protected against inadvertently touches so if you're hired an hour and start from a "cold and dark" situation you will have few time to plan a complex flights or a multitude of training it'd be better to plan a complete, normal, with good weather short flight, maybe at the beginning delaying the A/P engagement to "feel" the yoke and so gradually getting used to a real cockpit sensations. On next time you could plan a more complex training program.Best RegardsAndrea