flygarn1

I don´t see the problem, do you want it wraped in a fine box or just head on? Well I just do it head on: the 2D panels are history and your computer is to slow (according to your self), buy something faster or play something slower! If someone whants to play FSX with heavy add-ons you need a BIG engine that can trottle up (real trottle=INTEL CPU and nVidia Graphics).

Well who the f..k cares? I can't even find any regulations in the AVNOR stopping me and in the swedish AIP ENR 1.3.4.1b (I would be realy suprised if norway does anything that isn't done in sweden becaus all countries in europe are obligated to fallow the JAA/JAR protocoll) I only need an approvement from the national transportation agency to do anything I want and so it happens that I have all approvements I need of for the whole europe like the rest of SAS company :(

Look at it from the bright side, ILS/DME and ILS DME is the same thing, LLZ/DME and LLZ DME is the same thing, LLZ = LLZ, VOR/DME and VOR DME is the same thing, VOR is the same thing as VOR DME as they both are VFR, maybe you will have markers but they are soon extincted.So the list doesn't look so big if you only have ILS/DME, ILS, LLZ/DME, LLZ, VOR/DME, NDB DME, NDB, 2 NDB, Visual; missed approach, racetrack, holding, ARC DME.But if you can do a VFR flight then the ILS and LLZ is the same thing and if you can do these two then you can absolutely do a VOR radial approach, the difference is that you use PAPI etc. for G/S track. NDB...if you actually find a NDB becon used for approach in the real world then I'am sure that a pilot used to the other navaids will land the plane.

ENGM manually flown CATIII at RVR=400m and cloud base of 180ft at pitch black night, at these conditions it is realy easy to get disorientated when it feels like the plane is climbing at a VS of -900ft/min.

Sweden, Spain and Norways AIP, and they don't have feet in runway length, I don't belive a ICAO country is allowed to have runway lengt in ft according to ICAO chart standard, the only reference in Europe that is imperial is elevation exept approach profile charts where elevations is expressed in meters.I know where in the CDU the length is, and I know how to convert. But the function does exist according to the FCOM (10.42.11) and the HGS manual that somone found here in the forum a while ago.

Would it be possible to have the option of entering runway length in meters for the HGS in a future update, because there isn't a single chart in europe that have the runway length in ft.

If that is hard try to explain why a car GPS can't measure elevation correct when everybody see a elevation value in the display, or the measuring fault of the GPS in the speed box!

Tried both your emty fuel test, my engines stoped when the fuel was out.I tried the oil leakage and at around 60% the oil temp went yellow and it continued all the way up to 373° at around 40% and the vibrations started to rise, the generator died at around 200°. Then the plane exploded (about 45min after amber oil temp and with 30% oil left) and the flight was reset. This actualy is like in real life because it happend in Sweden with a AJ37 Viggen a long time ago that had the P&W JTD8D engine and a turbine thrust bearing failed (caused by broken oil seal next to the bearing) at full trust at low level flying wich resulted in a 3000kg turbine axle turning 90° to the side inside the engine at 25000RPM. The pilot never knew what killed him and he didn't get a warning! I did this test with service based failures activated and forced oil level failure activated.BUT, the QRH has a instruction for both the amber and red alarm for oil temp so it seem impossible to go this far!

YES! you will even go down to 0kt in the speed tape :( and then you will come down in altitude REALY fast and then you push forward the yoke and pick up speed and simply make the final approach and land, come out from the cockpit in your sunglasses and you will be a super pilot :Love:In real life you trade the speed loss with gravity to buy altitude loss with constant speed, sell altitude loss and you will lose speed. A engine that still rotates by combustion will never have more drag than trust, even if the combustion stops the engine will be aerodynamicly like a holow tube since the fan is still moving the air through the engine and fan.The most effective drag you will ever have on a plane is induced drag=you need lift to slow down (do you have winglets you have even less induced drag and you will have a bigger problem to slow down).

It just seem strange that the cockpit is VERY realistic and the center pump switches are modelled as lift and switch modell. And the thing with these switches in real life is that the plane can runt inte a mountain and the switches are still in the position they were before the crash when the plane is salvage, so they can't move by them self.How is it possible to manouver these switches in the wrong way if you have read the FCOM?

Why does the center fuel pump switches switch to ON automaticly when I load fuel in the center tank. I know they are supposed to be on when there is fuel in the tank but why can't I switch them to on when the other pumps are supposed to be switched to on in the "before start" checklist?

ESSA-LEMG 4h20min ESSA -3° and snow.LEMG +18° and sun, the airport doesn't even have a de-icing facility (actually I wouldent say that ESSA can handle de-icing either :( )

After cutoff:-Fuel flow?-"Engine fuel valve"/"spar valve" indications (blue/very blue or not) on the fuel panel?

Climb=when at CLB trust you will be steady on the speed specified in the MCP or VNAV you have max climbe rate, decrease climbe rate you will speed up and increase climb and you will slow down (all this will the TOGA and FMC do for you). Yor biggest problem with descent rate on the 800WL is to slow down for landing so I wouldent see more than 1000-1500ft/min to have a chance to slow down (use the alt arc on ND to plan your descent).

I have this problem too, most problem is it when there is hard turns in the SID wich would often result in missed waypoints if only flying whith the HGS. But after reading the FCTM I found out that the HGS doesn't work well with hard turns and a conventional head down flying is preferd after the take off. So I always fly head down after take off and with the PFD/NG you can't fail a SID departure.

Have the overwing exits lights sometime att spool-up at takeoff. They turned off at take-off. But the simplest way to not make them lit seems to be like this: apply trust gently to about 40-50% so the cabin can expand slowly and seal itself before full take-off trust.

The spolers in the UP position isn't there to give drag, the up position do SPOIL lift and after that point the airplane CAN NOT bounch or leave the ground again. That is why a good landning is a firm landing, because then at tuchdown the main gear absorbs the shock (once, or the oil starts to boil) in the oildamper. In that situation then you get WOW the spoilers goes up, all lift is destroyed and the landning gear starts to work in the gas/oil dampening mode. And the autobrake and reverse trust stops the plane before the runway end.

The autopilot has the landing knowledge with only a single ch app, the rudders can in any case only use one system at a time. But this is flightworld! The second channel is used for quality. The idea is that a system (the plane isn't in the same place in the CMD A and CMD B:s calculations, etc.) or human (faulty ILS freq, etc.) fault will cause a go-around error. It is impossible to have this survaillence with only one CMD activated.

Do you have any wind outside?It doesn't show if there is no wind and you nedd to be airborne

I am pretty shure that this one was a BIG NO,NO when SP1b came out becouse your life would be realy bad if you made a flightplan outside of FMC and imported that one?

-N1 trust settings stable and equal?-Rudder trim (se indication on aft center panel)-Aileron trim (se the scale on the cockpit yoke)-Fuel balance (I belive this was checked?)-System page on lower display (are the controlls centerd and do the move correct)-Are the flaps (LE & TE) in correct possition on both sides?See the normal checklist ("before start" and "before taxi")!

1- MTOW: Pretty simple, its written on the FMC payload page, furthermore you can also find it in the aircraft cfgI am a little confused because the only weight like this in the FMC is MTW. As far as I know MTW is Maximum Taxi Weight and MTOW is Maximum Take Off Weight?

My personal recomendation (and my settings) is: remove ALL shortcuts in FSX and NGX so you have the keyboard unused and make new shortcuts as you like but only for the things you need. To save time and minimize the chance of brain shortcut I only use one key shortkuts for manual manuvers. I use CTRL and ALT combinations for my flight hardware when the software can do the job.

All important (win etc.) on 2 HDD in RAID1 (fix HDD failure)!FSX and all other low security prog on single drive like SSD.Backup on HDD station with RAID1!

As DrumsArt spells it: it is the compressibility of the air that warms the fuel a little bit.On decent and landning you loose altitude BUT the speed decreases also so the big cold energy that was on cruise altitude doesn't exist on decent and approach.In the case of cold fuel on warm ground/fuselage you will expect a phenomene that is called: "cold soked fuel". which means that the moisture in the air freezes on the wings when there is cold fuel inside (if fuel temp is below the dew point it will condence and if it is below zero it will condence and freeze), and you actually may need to de-ice before take-off depending on were the ice is on the wing.A cold white wing on the tarmac will not heat up in a rapid phase because white or similare colours will send the sunrays back into space!