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Many airlines don't have ACARS. I know of one that provides enroute/descent winds in the flight planning package and they must manually key this into the FMC.Hope this helps.CheersNick Jones

To give a landing clearance, you would have to be able to see that there are no obstructions on the runway... a bit hard for the poor guy at YMML to see a runway almost 30NM away! You don't need a landing clearance at an uncontrolled aerodrome. Airspace classification does not affect this.Cheers,Nick Jones

Honeywell SmartRunwayCheersNick Jones

Normally you need visual reference with the runway environment (lights, etc.) to be 'visual' during a circle-to-land manoeuvre.However, since there is a published visual manoeuvring track (on a separate chart), you only need to have sufficient visual references to navigate by ground (or water) features.CheersNick Jones

Look for a SID or STAR that has: - your departure or arrival runway - a point along your flight planOf course, in some places it gets a little more complicated than that (some depend on weather conditions, noise abatement considerations, or even the serviceability of radio beacons), but this is a good way to get started.CheersNick Jones

This isn't a runway aligned procedure. As such, you will need to turn and line up with the runway visually. On the chart, you will notice that the AB locator (Absam) is the last point on the vertical profile before it starts climbing again - this indicates that it is the missed approach point. From this point, you must execute the missed approach procedure if you are not visual. If you are visual, you must turn to the visual circuit to establish onto final.In this case, you would probably make a right turn onto downwind once you are visual. If you are getting GPWS warnings, you need to turn tighter (25 degree angle of bank, make sure you are not going too fast).CheersNick Jones

Pilots aren't trained for all-engine-outs (except in single engine aircraft) let alone ditching. This is an EXTREMELY rare situation.CheersNick Jones

ATC will assign a level that ensures 1000FT separation between other aircraft in the stack. It's best that you use V/S and select a decent rate (500-800fpm) so that you don't waste the controller's time. It is not safe to hope that VNAV will some how coordinate with other aircraft to prevent a collision.CheersNick Jones

The code is YCFS.CheersNick Jones

They actually come in green before they are painted! Jones

You'll find out when your engines catch fire once, twice and three times before finally giving up and looking for a YouTube video.Cheers,Nick Jones

RTOs are not that uncommon. In fact after most RTOs, the crew are able to taxi back to the runway and depart again (provided that they have let the brakes cool down to an appropriate temperature).Cheers,Nick Jones

This is the same in the NG. The pumps should remain covered in fuel when in operation and they should never be running dry or partially dry. Scavenger pumps drain the centre tank into one of the main tanks (No. 1 I believe, but it's been a while since I've checked the books).Cheers,Nick Jones

It is very poor practice to be hacking apart programs, not to mention the legal issues surrounding this.Also, you don't know for sure that FSX actually has this data. Shear and rain may simply be probability based events. Even if this data existed, there is no guarantee that you would be able to find it.Cheers,Nick Jones

It's because 'Fall' is a North American expression.Cheers,Nick Jones

It IS possible to get cloud location data - this is where a lot of "weather radars" get their information. However, weather radars don't show you where the clouds are - you can see them anyway, so what's the point? What you DO want to know though, it where the RAIN (or other precipitation) is, as this gives you an idea of areas where the shear is stronger (and potentially dangerous) and where icing is more likely. Also - just because it is IN there somewhere, doesn't mean it is accessible. Sure, you could try and directly read memory address, etc., but this is poor practice and is a great way to get anti-virus programs to go crazy.Cheers,Nick Jones

Not quite... it's the industry confusing people again. The newest displays are LCD screens with LED back-lighting. True LED screens (which employ very small green, red and blue LEDs) are still a while away.Cheers,Nick Jones

Exactly right. Only a small number of aircraft will actually be taken out to have the new livery applied. Others will be painted as time allows. Of course, new deliveries will come with the new livery.Cheers,Nick Jones

My understanding is that NPS is an option.NPS is displayed in all phases of flight (not sure if they are displayed on the ground) so that crew can monitor navigation performance.

What makes you think that AOA need to finish their training material prior to the NGX being released? It's not like it's being bundled with the NGX...Cheers,Nick Jones

WE WANT 3D IMAGES!!! :( :PCheers,Nick Jones

It's not a FS addon. It's part of a piece of software that VATSIM controllers use in the Australian region. This component is for sending CPDLC messages to aircraft.Cheers,Nick Jones

That would go great with the latest version of TAAATS!Cheers,Nick Jones

Virgin Blue normally delivers via Lihue - cheaper landing fees! From Nadi, they go to Brisbane where they have a maintenance hanger (they don't have one at Sydney yet).Cheers,Nick Jones

It is normally not a good idea to have autothrottle on while hand-flying because of the effects of thrust on pitch. As you raise the nose, the autothrottle will increase power and cause the nose to pitch up even more and vice versa.The problem you are having here is that you are putting your hardware throttle in idle prior to disconnecting the A/T. The idle position is a null zone and FS won't be detecting any input in this position, thus the software throttle will remain in the last position (where the A/T left it). You need to have the throttle slightly forward before disconnecting the A/T or the throttle position won't be recognised.Cheers,Nick Jones