MikeHenke

The NGX and the T7 have their own pros and cons in my opinion. What I really like about the NGX is that is an "hands on" aircraft, as a pilot you are more in control of the systems, as where most of the T7 systems are automated. During normal procedures you don't really need to worry about switching off the packs during engine start for example. This is a strongsuit of the T7 and together with the ECL and more features it is a wonderful aircraft. But sometimes, I would like to fly an aircraft that demands some more pilot actions, and the NGX fullfils this wish perfectly. In the end, both simulations are beautifully modeled, and I really like to fly them both.

When we towed the aircraft in and out of the hangar we pressururized the #4 system to charge the brake accumulator and relied on that in case of an emergency. Only the battery bus was powered for communications with the driver down below. I don't know what the procedures are during pushback for an actual flight. My best guess would be that all the hydraulic systems except for the #4 would be depressurized during pushback.

This is the right answer. I've worked on KLM's 747-400 fleet a few years back, the 1 and 4 system are powered by an EDP (engine driven pump) and by an ADP (air driven pump, they are very, very loud when they run). The 2 and 3 system are powered by an EDP and an ACMP (alternating current motor pump). However, body gear steering is not used during pushback. It is something tow truck drivers do not like as it makes the turns fairly unpredictable from a drivers viewpoint. Also, the only option available from Boeing is an AUX pump for the #1 system, the aux pump for the #4 system is standard equipment.

To my knowledge, the panel state gets saved everytime you save your FSX flight. At least, that's what I do.

Resting at ENSB before the flight back to EHGG for my VA Winter Tour!

Hi, This has nothing to do with the 777 FMC, the routefinder website just creates a route between 2 airports, most of the time, the first waypoint of this specific route happens to be available as a SID. In some routes, this is not the case. So the first waypoint in your flightplan does not exist as a SID in your FMC database. Between which 2 airports are you planning to fly? I can create a route with PFPX for you.

You should take a look in the FCOM v2 which systems power the hydraulic brake system. Then follow these steps to transfer from R to CTR (if the CTR system is applicable) 1. Depressurize all systems and apply and release the brakes untill the brake accumulator gauge reads something close to 0. 2. Apply R system pressure, this moves the valve, closing the CTR system and filling the accumulator with fluid from the R system. 3. Depressurize the R system. 4. Pressurize the CTR system, this causes the valve to move and close the R system. 5. Depressurize the CTR system. Now the accumulator is the only source for brake pressure. 6. Apply and release the brakes untill the accumulator gauge reads something close to 0 again. This causes R system fluid to flow to the brake pistons and back into the CTR system reservoir. 6. Repeat.

The valve is a T-joint where the lower part is connected to the accumulator and the left and right side to the R and CTR system. In the horizontal part of the T there is a steel ball which can move left to right. So if the pressure on the R side is applied first, is closes the CTR system and vice versa. Remember the transfer only takes place when the brake accumulator is your primary source of pressure for the brake system. So transfer should take place when you apply and release the brakes. I worked for KLM Engineering and Maintenance a few years ago and we used this technique on the 747 to level out the hydraulic quantaties.

As I recall correct, during my 777 maintenance class they told me that the hydraulic brake accumulator gets pressurized normally by the R system. There is a ball valve which switches from the R system to the CTR system if the wrong system is pressurized first, causing the fluid in the accumulator (which came from the R system) to flow into the CTR system when pressure is applied to the brake system using the accumulator. This can cause an overfill in the CTR system. I might be wrong here, I will look it up in the 777 maintenance training manual to be sure.

Why is PMDG using 195 lbs for passengers in the 777 and 185 lbs for pax in the NGX? You can setup a airplane profile in PFPX but the pax weights are set in the options menu of the application itself. I know you can set a ZFW in the airplane and still match the weights given in PFPX, but why add 10 lbs?

Awesome! Thank you for these clear instructions! Just finished setting everything up and it is spot on!

That is not ertirely true..The MD-11 Center Gear can be retracted on ground, just by releasing all the nitrogen in the shock strut. You pressurize all the hydraulic systems, operate a valve in the RH Main Landing Gear Wheel Well, and up goes the center gear....On-topic, you can try to slew the airplane, retract the gear, extend the gear with the center gear retracted, and put it back on the ground....Mike Henke