mothball

Hi Ryan,Will the FMC software your modeling allow overlay approaches using LNAV/VNAV?Thanks,Amman.

Ryan,not to take anything away from you or PMDG......but....... I can't speak for the other 737s but the -700 (which I currently fly for a major European low-cost carrier), speaking of those same control forces, soon as you hit TOGA, if you're not ready for it the aircraft will happily end up pointing +20 degrees of pitch and increasing. A point actually which was made in a recent sim check. For the stall recovery it was noted that even seasoned/experieced 700 pilots were struggling to prevent a second (self-induced) stall during the recovery because of the size of the pitch-thrust couple and the amount of nose-up trim in place (think we were told to stop trimming at about 8 units).I find flight sim has never acurately modelled ambient conditions. ie. Thermals coming off the concrete/tarmarc on a displaced threshold. Varying wind caused by trees near the airport, this time of year, freezing fog, contaminated runways, snow, etc. etc. In other words the variableness (if that's a word) that, at least in Europe, everyday flying is. Spotting and preventing these factiors developing into trends developing into an unstable approach is hammered into us during base training, line training and experience flying the line.Tie that into your point of control forces...........let's say I remain skeptical about a simmer's ability to land one of these for real.Not a dig at you guys, just a point of discussion.Alex.

Sorry chaps,Where are you getting the Flap 60 from? Only reference I can find is the spoilers deflect to 60 degrees now. Slightly different!Amman.

If you turn the Flight Path Vector on (on the PFD) you get exactly the same amount of information.CaptEm1 - where did that photo come form. Didn't know the NG had a VSD.Cheers,Amman.

Alexander,You'd be amazed how often I get asked this at work. To the moderators I apologise for continuing a thread that doesn't belong here, but for some reason people do struggle finding this info out.The first thing to realise Alexander is that everybody will give you a lot of advice and none of it will be the same! ;) This is my take on how to go about it...but of course it's just another opinion.The very first thing to do is get a Class 1 medical out of the way. It is expensive getting the intial medical done, but you'll be amazed how many wannabes fall at that hurdle. Glasses aren't a problem as long as you're within the tolerances alllowed. I don't know them off the top of my head. I wear glasses and have no problems and never have done (touch wood!).The next thing to do is find a local flying club and find out if you can actually fly or not. Although Micorosoft's flightsim is a fantastic program for teaching the basics of flight/instrument flying/procedural training with PMDG's aircraft....it's nothing like real life, purely because it lacks feel. There isn't sensation of movement/inertia. The real aeroplane responds to your control inputs in a variety of ways...almost like it's talking to you. You don't get that flying a computer.The next step is choosing a training organisation. I highly recommend going to a flight school that gives you the 'Integrated' route to getting a Frozen ATPL(A). Some of you may be asking what that is. It's a CPL/IR for (Aeroplanes) with all the exams done at an Air Transport Pilot Licence level and the Multi Crew Cooperation training to fly in a modern airliner enviroment. The only thing missing is the total hours to grant a full ATPL. This route is more expensive but the airlines much prefer it because all the training is done from a known training provider. ie. They're not getting cowboys. These schools don't like guys turning up with previous flying experience because of 'bad habits' that you may learn. Personally, considering how much this is going to cost, I wouldn't waste my money on a PPL.If the school offers a Multi Pilot Licence don't take it. Politics aside, the only airlines that recognise it are the ones running sponsorship schemes for it. A lot of cadets that worked for Sterling.de were MPL cadets and when the airline went bust last year these same cadets had to go back to flight school to get a traditional CPL/IR despite having almost a thousand hours on the 737.Another tip is ignore everybody that says do your training in America/Australia because it's cheaper. Where do you want to be based? Who do you want to fly for? If you get an FAA licence, it's worth next to nothing in Europe until you convert it to the JAA standard. Whereas getting a JAA licence means you can fly any of the JAA member states aircraft. ie. Pretty much any European registered aircraft. eg. Britian, France, Germany, Spain, Denmark......etc. Makes it easier looking for work because your not restricted to your own country.You're right about the industry. We're struggling at the moment with the recssion and so on, so my advice continues and don't start your training until the industry picks up. What a lot of people forget is the number of experienced pilots kicking around at the moment looking for jobs. eg. There is an A320 job going. You have a Frozen ATPL and little else. The guy next to you has been out of work for two years but has thousands of hours on the A320. Guess who's gonna get the job? Whereas if you wait, by the time you're done at flight school the airlines will be screaming for pilots (again).When it does come to job time take whatever you can get. A lot of people put turboprops down, and somebody on this thread actually stated what's the point when your paid so little? Thing is everybody has to start somewhere, and it's always better somebody pays you to fly (doesn't matter how little) than the other way around. It took me a year and a half to get my first flying job! Also, the experience you get flying turboprops you will never get flying jets. As for myself, I went to BAE Systems Flight Training (Europe) in Spain, think it's just called Flight Training (Europe) now. I'm about five years into my career which started with flying Dash 8-300s. My company got bought by another regional airline and I moved onto the Q400s. Now I fly 737-700s and I can honestly say hand over heart the most fun I've had so far is flying the -300s (despite being the worst paid. I think bus drivers got then me!!).Last bit of advice. Stay determined. Flight school is hard work, finding a job is even harder and when you get it you have to work to keep it....but I tell you what, it's the best job on the planet!! Good luck fella.Regards,Amman.