Vagabondo

You need to download the base package again. If you sign in and go to your previous orders page and then select the NGX order, there should be a download link there. This is the base package updates to 1D.

Usually around between 12 - 16 for us. Like Joe, on time critical sectors we occasionally use 100. Because the descent speed is so slow with CI 15, some airlines SOP is to manually set something like 280 kts on transition for the descent instead of ECON.

There's a lot at our place who wish our company would do the same thing because of endless discussions on how to interpret the Boeing's wording.

As previously mentioned the engines and APU can get all they need by suction. IRL, a fuel left tank or left center pump is usually on for APU service life. WRT to fuel suction feed by the engines, again IRL where the aircraft climbs trapped air in the fuel escapes and can cause cavitation, so it is pretty essential that at least one fuel pump is pressurizing the fuel line to each engine to prevent such cavitation. Once in the cruise, this risk is has usually passed and suction feed to the engines is, according to Boeing (I doubt anybody is will to try it), suffficient. If PMDG has attempted to model this, serious hats off

In addition to Spin's explanation, the official text is in the Bulletin Record chapter of your company FCOM1. We have 10.8A and normally arm VNAV on the ground, If windshear is a possibility, then I don't arm VNAV.

Generally speaking, in these cases do not use LNAV for the first turn after departure. Most airfields without a SID or STAR will have an airport NDB or VOR that will be a waypoint on an airway that will join up with your planned route. In such cases, the FMC will be setup in the RTE page as DIRECT <NAVAID> <AIRWAY> <WAYPOINT>. This can look a little strange, but this is usually the most appropriate as ATC depature clearances will often be of the nature 'turn left/right intercept airway (or radial to/from a navaid) climb to alt/FL. If such an airway does not exist, then just program the FMC so that there is a direct leg from the navaid (or airport if no navaid) to your first enroute waypoint. Once that is set up, depart using heading select, above 400' use HDG SEL to point the aircraft at a intercept course for that leg (intercept about 30 deg if possible). You can use the FMC LEGS page to setup up an intercept by bringing the first enroute waypoint to the top, enter the track from the airport to the way point in the bottom right (should be preset by default) and execute. Then when the wings are level and pointing at the magenta line you can engage LNAV and it will automatically capture the course and fly the rest of the route. This is a realistic approach to the problem and generally the most practical and flexible method.

I don't fly in the US, but we regularly get "descend FLXXX to be level YY miles before ZZZZZ". I have never been given a DME related instruction other than "report XX DME YYY". Maybe because generally we only encounter VORs either enroute (cruise) or as the IAF to a procedure where ""descent to X altitude by Y DME of Z location" doesn't make sense as traffic separation for an instrument procedure is not vertical unless holding in which case the clearance is "hold at XXX as published, flight level/altitude" I should mention, that most altitude constraints are related to descending through different FIRs, probably not something relevant to trans-US navigation.

+10000

I find fs2crew quite unobtrusive, he just does what I tell him to do. May I ask how you find it so?

Resetting the cruise can cause large speed changes depending on the cost index in use or choice of speed for the descent. We use a low cost index and descend at a low speed of around 250kts at transition to CAS. If we re-set the cruise, the aircraft would again accelerate to econ cruise speed when leveling off. Edited to add: Oops! Joe already said this Note to self, read whole thread before opening gob.

Unfortunately you need the Flight Planning and Performance Manual which is not included with the NGX package :( Do a google search for "737 FPPM", there seems to be a few copies on the net.

Choose levels with the greatest change in wind and/or direction as those will not be in line with the linear assumptions that the FMC otherwise makes. Also, with a strong tailwind, it is often a good idea to make one of the entries just a few thousand feet below the cruise altitude. Otherwise the aircraft could under compensate for the tailwind and the speed starts to climb towards the barbers pole. At least, that is how the real NG can sometimes behave, I've never tested NGX to see if that kind of real world behavior is the same.

Yeah, the ATC routing changes happen from time to time. We usually just get the first segment input with a discontinuity so that at least we are heading the right direction time is available for a proper entry and confirmation. In that case there is going to be a significant amount of CDU activity so I completely agree with doing stupidly simple first and tidying it up later. Hmm, if you have DEN - YAMMI already in the FMC, bringing YAMMI up will preload the intercept course with the FMC track already calculated between the two, it just needs a double tap to set the correct intercept. Due to variation over the length of the segment it might be a degree off compared to the radial but, that should be fine.

Ah yeah, absolutely. Some airfields simply don't have the terrain or infrastructure for an LVO environment, meaning they can only support Cat 1. Others can support Cat 2 but not 3. Some 3A but not 3B. Understood. But you were saying that Cat 1 has a lower minima than an uncategorised ILS, I'm just saying that I have never heard of an uncategorised ILS is all

Hi Ralph, Great video, I can tell you're a trainer Regarding the statement about the ILS Cat I or no Category ILS, I have to admit I'm not aware of that. I certainly don't believe this to be the case under ICAO. Is that an FAA specific thing you're referring to? Under ICAO an ILS approach can only be CAT 1, CAT 2 or CAT 3 (and subtypes of CAT 3). The system minima for CAT 1 is 200' DH. There is provision in EU-OPS for Cat 1 LTS (Lower Than Standard) minima of 150' DH, but that is predicated on an HGS (Heads Up Guidance System) and undoubtedly other formalities. There is also a normal CAT 1 (200' DH) with reduced visibility requirements, but that is predicated on EVS (Enhanced Vision System - like FEDEX have on their MD11s). With regard to CAT III minima, our charts don't have that information, we have a section in OMC (Operations Manual Part C), that lists the takeoff and landing minima for all runways that we operate from which is primary document for LVO (Low Visibility Operations) and overrides whatever is on the chart (unless affected by NOTAM).