damienw

Hi Andreas, No there isn't a way,..sorry,..but as captain you still have a long list of stuff to so,..here's a full list: Lights .................................................................................................Test Master LIGHTS TEST and DIM switch – TEST Master LIGHTS TEST and DIM switch – As needed EFIS control panel .............................................................................. Set MINIMUMS reference selector – RADIO or BARO MINIMUMS selector – Set decision height or altitude reference FLIGHT PATH VECTOR switch – As needed METERS switch – As needed BAROMETRIC reference selector – IN or HPA BAROMETRIC selector – Set local altimeter setting VOR/ADF switches – As needed Mode selector – MAP CENTER switch – As needed Range selector – As needed TRAFFIC switch – As needed WEATHER RADAR – Off Map switches – As needed Mode control panel ..............................................................................Set COURSE(S) – Set FLIGHT DIRECTOR switch – ON Move the switch for the pilot flying to ON first. Bank angle selector – As needed Autopilot DISENGAGE bar – UP Oxygen ..................................................................................Test and set Crew oxygen pressure – Check Verify that the pressure is sufficient for dispatch. Oxygen mask – Stowed and doors closed RESET/TEST switch – Push and hold Verify that the yellow cross shows momentarily in the flow indicator. EMERGENCY/Test selector – Push and hold Continue to hold the RESET/TEST switch down and push the EMERGENCY/Test selector for 5 seconds. Verify that the yellow cross shows continuously in the flow indicator. Verify that the crew oxygen pressure does not decrease more than 100 psig. If the oxygen cylinder valve is not in the full open position, pressure can: • decrease rapidly, or • decrease more than 100 psig, or • increase slowly back to normal. Release the RESET/TEST switch and the EMERGENCY/Test selector. Verify that the yellow cross does not show in the flow indicator. Normal/100% switch – 100% Clock ................................................................................................... Set NOSE WHEEL STEERING switch....................................Guard closed Display select panel............................................................................. Set MAIN PANEL DISPLAY UNITS selector – NORM LOWER DISPLAY UNIT selector – NORM TAKEOFF CONFIG light (if installed and operative) ........................................Verify extinguished CABIN ALTITUDE light (if installed and operative) ........................................Verify extinguished Disengage light TEST switch ................................................... Hold to 1 Verify that the A/P light is illuminated steady amber. Verify that the A/T light is illuminated steady amber. Verify that the FMC light is illuminated steady amber. Disengage light TEST switch ................................................... Hold to 2 Verify that the A/P light is illuminated steady red. Verify that the A/T light is illuminated steady red. Verify that the FMC light is illuminated steady amber. STAB OUT OF TRIM light ......................................Verify extinguished Do the Initial Data and Navigation Data steps from the CDU Preflight Procedure and verify that the IRS alignment is complete before checking the flight instruments. Flight instruments ..........................................................................Check Verify that the flight instrument indications are correct. Verify that only these flags are shown: • TCAS OFF • NO VSPD until V–speeds are selected • expected RMI flags Verify that the flight mode annunciations are correct: • autothrottle mode is blank • roll mode is blank • pitch mode is blank • AFDS status is FD Select the map mode. Standby instruments ...................................................................... Check Standby horizon – Set Gyro caging control – Pull, then release Approach mode selector – As needed Verify that the flight instrument indications are correct. Verify that no flags are shown. Standby altimeter – Set Verify that the flight instrument indications are correct. Verify that no flags are shown. Integrated standby flight display .........................................................Set Verify that the approach mode display is blank. Set the altimeter. Verify that the flight instrument indications are correct. Verify that no flags or messages are shown. Standby RMI........................................................................................Set Select either VOR or ADF. SPEED BRAKE lever .......................................................DOWN detent Verify that the SPEED BRAKE ARMED light is extinguished. Verify that the SPEED BRAKE DO NOT ARM light is extinguished. Verify that the SPEEDBRAKES EXTENDED light is extinguished. Reverse thrust levers ...................................................................... Down Forward thrust levers..................................................................... Closed FLAP lever .......................................................................................... Set Set the flap lever to agree with the flap position. Verify that the FLAP LOAD RELIEF light is extinguished. Parking brake ...................................................................................... Set Verify that the parking brake warning light is illuminated Engine start levers .....................................................................CUTOFF STABILIZER TRIM cutout switches .....................................NORMAL HUD system ............................................................................ As needed Radio tuning panel .............................................................................. Set VHF communications radios .............................................................. Set VHF NAVIGATION radios........................................... Set for departure Audio control panel ............................................................................. Set Adjust the seat for optimum eye reference. Call “PREFLIGHT CHECKLIST.” Awfully long list if you ask me lol ^_^ Regards PS. this just goes to show that many FS2Crew users who say there isn't much to do don't follow the FCOM,.. The captain has to do all this and then some, including paperwork etc, so we're busy too !! Have fun !

Make sure the cruise altitude is set in the FMC before he comes back from the walk around Regards

Hi steve, Pilot error basically it sounds like, Did you make the "climb thrust call" ? call “CLIMB THRUST” at the thrust reduction altitude depending on your NADP profile (this is a verificationcall only). This triggers the F/O to put the packs back on. 3 causes for AutoFail to illuminate are 1) loss of AC power for more than 15 secs, (if it's less than 12 it goes back to AUTO) 2) cabin alt exceeds 13,875ft 3)excessive cabin rate of pressure change (1890fpm or 1.0psi per min) With the packs off at that altitude you're surely gonna get into some trouble, Also, when doing a step climb set the new altitude in the flight altitude window BEFORE starting the climb. Yes your F/O didn't turn the off because you failed to make the climb thrust call I don't quite understand the last question though,..but hope i help you to understand. Regards

You should be looking at "Before Takeoff Procedure [Alternate Method of Compliance (AMOC) to AD 2001-08-24 and AD 2002-24-51 for Airplanes with Master Caution System Logic Change and Automatic Shutoff]" NP.21.38 Regards

Ermmmm,..I don't FS2Crew for the level D 767 doesn't do the preflight electrical flow,..and never has in the past,..you either have 2 choices, start with the aircraft prepared by engineering or do the electrical power up yourself. In the manual there's a part which says what steps you have to to if starting from cold and dark, this must be done before clicking RUN PF.

This happened to me as well, just run the FS2Crew config manager again and disable then re-enable the version of FS2Crew you're using and all should be well. Bare in mind though that if you run the PMDG performance manager again you'll have to do what i just again. Regards

Manuel your FULL name,..sorry,..it's a new rule around here. In the RW we set the standby altimeter to local pressure and when crossing the TL set the primary's to local pressure same as FS2Crew,..different companies do it different ways though. Regarding the beacon light, The F/O doesn't set it off as soon as you move the start levers to cutoff, he follows the correct flow across the overhead panel then the Beacon is turned off. For some airlines the beacon is turned off At 20% N2 in their procedures at any rate we model Boeing procedures but you'll still find that the N2 falls pretty close to 20% N2 after the fuel control levers are set to cutoff and the Beacon is set off. below 1-5% is a bit much. Nope, it doesn't,..beacon operation has nothing to do with APU operation. Regards

Hi there, Please sign your posts with your real name in order to receive support. However what i can tell you though is you aren't following the correct procedure in either cases, and in the latter case your information is not correct. Regards

Hi Jay, Try this exactly as I tell you and we'll go from there. Initiation • Push TO/GA, flaps 15 • Verify go-around attitude • Verify or adjust thrust as needed • Positive rate of climb - gear up Above 400 feet RA • Verify LNAV or select roll mode • Verify missed approach altitude set • Verify route tracking Acceleration height • Retract flaps on schedule After planned flaps set and at or above flap maneuver speed • Select LVL CHG or VNAV • Verify climb thrust • Verify altitude capture • Do the After Takeoff checklist Some notes for you: 1) Pitch and roll modes cannot be engaged until above 400 feet AGL 2) When the flaps are retracted to the desired position and the airspeed approaches maneuver speed, select LVL CHG and ensure climb thrust is set. 3) If VNAV is used during go-around, the FMC missed approach profile should contain the appropriate holding speeds and altitudes. 4) For a manual go-around: • rotate manually • select or verify go-around thrust • engage autopilot as needed Let us know how it goes. Regards

Hi Rob, you need to put the DEP and ARR airport and CRZ altitude data in before the F/O comes back from the the walk-around and starts his main preflight flow. Unless your're not running the PF events i thik you'll have to set the CRZ and LDG altitude manually. Hope that helps, Regards Hi Matteo, This is correct behavior Have a look at the FCOM v1, Should be around page 180 in the PMDG manuals that ship with the NGX. Setting to 6000ft is only the tip of the iceberg, and there are more procedures he follows for the duration of the flight depending on the takeoff and landing elevation. Regards

I think you can just run the FS2Crew config manager disable fs2crew, then enable it again and you should be set.

He's talking about the "LANDING GEAR INDICATOR LIGHTS"

Not to mention almost impossible,..It's going to be almost impossible to read .66 or .05 off there.

No Worries, here to help.

Hi Dennis, Yes, it's #4 in the Captain / Pilot Flying Flows: Perform stall warning test (Note: The stall warning test requires that the AC transfer busses are powered for up to 4 minutes). Regards

Boeing SOP states there's a 60kt call, which is already in.

Hi Bill, That's already in there just load the NGX Long/ Short panel saves and click Run pf. Remember though, Even though a crew relieves another the new crew must do a full preflight. Happy Flying

Excuse me,..DO NOT yell at me first of all (your exclamations imply that) Yes, i believe it is a case of misunderstanding,..the system i described before "Passenger Chemical Oxygen Generators may be inadequate (12 minutes generators standard)" Is the STANDARD system, hence why i listed is as INADEQUATE,..i wasn't talking about the system you describe, I placed it under the heading of Technical issues for that reason as well. Thanks for the link by the way. At the same website you can see the oxygen system which i said would be inadequate and what i'm talking about at this link: http://www.b737.org....assenger_Oxygen I am / was trying to help you based on my experience because i've flown aircraft with the High Altitude Landing System in my career.

I think you misunderstand,.. You're correct about the Masks,..That's what i was trying to say when i said "Landing above 10,000 ft, Cockpit crew should put on their O2 masks at top-of-descent (TOD)" Classics & NG's: Passenger Oxygen will deploy automatically above 14,000ft cabin alt or when switched on from the aft overhead panel. No oxygen will flow in a PSU until a mask in that PSU has been pulled. There is 12 minutes supply of oxygen in each PSU, this is based upon: 0.3 min delay at 37,000ft 3.1 min descent to 14,000ft 7.6 min hold at 14,000ft 1.0 min descent to 10,000ft Regards

Landing lights off at 18000ft option is already there, please have a look at the documentation for details. Please sign your full name, it's the forum rules.

Hi Marc, ALT HORN CUTOUT switch silences cabin altitude warning horn (horn sounds when cabin altitude reaches 10,000'). Basic AFM performance data is only valid up to the stated Maximum Takeoff / Landing pressure altitude (typically 8,400 ft msl). Performance data above Basic AFM limits are found in AFM High Altitude Appendix “Operation at Airport Pressure Altitudes up to ________ feet. The LAND ALTITUDE INDICATOR range is from -1000 to 14,000 in 50 ft increments. High Altitude Operations is any time the airport pressure altitude exceeds Basic AFM Section 1.0 Limitation on Maximum Takeoff / Landing pressure altitude (typically 8,400 ft msl). There re lots of tecnical issues associated with high altitude operations,..particularly: High TAS at high altitude results in high ground speeds Tire speed ratings become critical Brake Energy can become critical on takeoffs Brake Cooling can become critical on landings Fuse Plug melt becomes possible after normal landings Cabin Altitude Warning Horn logic may need modification (horn sounds at 10,000 ft cabin alt. normally) High enroute terrain is common, dictates EO driftdown, Emergency Descent, passenger O2 analysis Passenger Chemical Oxygen Generators may be inadequate (12 minutes generators standard) ETP and PNR becomes a factor in flight planning Auto Mask Drop logic may need modification (masks drops at 14,000 ft cabin alt. normally) APU start capability has to be verified before engine shutdown Crew procedures for Pressurization Control may be different FMC V-speeds may be invalid at extreme high altitude airports (e.g. NG FMC V-speeds valid from -2,000 ft to 13,500 ft msl) Only certain Flaps can be used for takeoffs / landings (NG: F1 / F15) Engine thrust lapse with increasing altitude results in reduced permissible TOW’s High TAS results in high turn radius in possibly tight terrain, esp. important for EO turnback maneuvers ISA + 30 deg C is not uncommon for high altitude airports in the Summer Landing above 10,000 ft, Cockpit crew should put on their O2 masks at top-of-descent (TOD) Climbing out at the FAR Min. Climb gradient (2.4% for twins) at high elevation airports results in astonishingly high ground speeds. You Must look beyond documentation variations and check multiple data sources (OM, FCTM, FPPM, DDG, STAS, etc) and then apply real “operational” sense into your procedures. High Altitude Oxygen System Componentson the NG are: scf graphic composite cylinders (1,600 psi) located in aft cargo compartment with (9) individual pressure regulators. Remote fill system along the right hand aft side wall of the aft cargo compartment (up to 12 cylinders possible). Low pressure main distribution loop and distribution system plumbing. Wiring for O2 indication and deployment system. Flt deck O2 control module on overhead P5 panel. Hope this helps,.. Regards

Hi peter, Did you try it with default scenery? Are you Switching windows during pushback? another thing... Can you see the pushback tug during pushback? does it stop moving?

How fast do you actually go that you're worried ?

Maybe the gramp guy was practicing for the Strongman competition LOL. Glad you got it fixed.

Hi Bruce, If LNAV/VNAV are armed before takeoff then the vnav lnav etc become verification calls. It's not a command, it's a verification callout, "At thrust reduction height, verify that climb thrust is set." (from the Boeing FCOM) applies to aircraft With auto T/O thrust reduction and with FMC U10.8 or U10.7.