alvin

A related question - is anything known about the timeline of NGX SP2 release? I am fully aware that PMDG guys have now full hands of work with fixing tons of rare issues with the T7, and then they will focus on the 300ER version, but since for now I am fully faithful with the 737NGX, I am quite interested in seeing SP2 coming alive.

Rob, if Paul is not correct in your opinion, please say where. For me it is an interesting discussion on what would be the (hypothetical) consequences of violating autoland legal requirements, especially those concerning airport certification (despite your dispute over terminology). Until now I didn't see any point where you two would really disagree (except the terminology, again). And no point in making personal comments not based on arguments.. cheers, Jakub

Hi Chuck, I too found this feature missing. I have written a small script in Python for accelerating the failures. The script reads the times when next failure of each type is going to set off, and dividies them by a set amount. So in a way it works as if the time was passing faster. Makes flying much more exciting. It also notices when the failure counters get reset because a failure actually occurred (it stores all necessary info in its own file). If you want the script (you need Python installed - its free) just PM me. Jakub

I think OP refers to the situation when AT stays in ARM mode for a longer period of time (after initial RETARD), and thus the throttle is under the direct control of the pilot. I too find this behavior, and I have to press F1 every now and then to lower N1 to its current minimum. I'm using Logitech Force3D pro joystick, but I don't know whether this is hardware issue or it has something to do with the NGX or FSX itself.

I must say, the hydraulics preview is awesome. Lots of things not covered in FCOMs, excellent work!

Hi guys,In my case the oil scenario was somewhat different - I had let my oil deplete just naturally (service based failures turned on, but no relevant failures active). Right engine went to 0, left had still something like 55%, and of course I was curious how will it break. There were no negative consequences of no oil (it actually went later to -1%), and when I reloaded the plane I started with 462384729347214% of oil (or something like that).

Ahh, didn't think about that one - sounds simple and working and I will try this next time - thanks! James, thanks for the extended info! Usually I had the impression that vatsim controllers overestimate the descent rate of 738ng, since after I assumed normal descend rate will be sufficient on base leg (throttle down, flaps 5, gear up), actually I should have used spoilers / extra flaps / gear down to match the descend path proposed by the approach controller. So I thought that maybe he was expecting me to expedite descent, by giving that information. Bert, thanks, you are right, although in the context of what I wrote above, I had the impression that it is something in between - maybe not an instruction, but rather a suggestion. Jakub

Hi Noah,I don't use RC, actually this instruction was given to me by VATSIM controllers, last time by EGKK_APP, I also saw it on at least one STAR chart describing a CDA procedure. The thing is that the lateral path to touchdown is not straight (it was always issued to me when I was on the base leg, vectored by the ATC), so simple putting a circle 25nm around the t/d point would not work.

Hello,what is your method of complying to ATC (approach) instruction such as "25 miles to touchdown" and adjusting your descent rate - do you compute it in your head, or there is some FMC trick that allows you to help yourself with that? I was a few times surprised by this instruction, and twice ATC had to adjust vectors because I was descending too slowly.. all bestJakub

You might be right, but when I checked FCOM I am still not sure - is it the computed a/c position that gets updated (with priority to GPS, then radios), or also IRS position gets updated?If the latter was the case, the IRS drift should be 0 all the time when GPSes are on, because IRS internal position would be all the time updated using the computed (and very close to the true) position? Andrea, thanks, you are great as always. I need one clarification: what is the meaning of the areas 'replace - 1 flight' and 'replace - 2 consecutive flights' Jakub

Hello,Does somebody know what is the IRS drift rate for IRSes used in the b737-800? I was testing this error in the simulator, and after ~10hrs I have average drift rate ~ 0.1nm / h, which seems to me a little low, at least when compared to b737 accidents caused by IRS misalignment.Jakub

Hi Andrea, thanks for the answer! Interestingly, the differential pressure also changes, so the moves of the pointer seem to only reflect this.Jakub

Hi,When the plane is on the ground, and I switch pressurization to manual mode, fully close the outflow valve, and then switch back to normal or altn mode, the plane pressurizes the cabin for a few seconds, and then depressurizes it. Is it some kind of system check?btw1 - FCOM documentation on pressurization is scarce at the very least; there is even no depiction or explanation of the cabin alt and press diff panel, or am I missing something?btw2 - I was delighted to see how opening doors changes pressurizationbtw3 - am I right there is a small bug there - the pressurization system should not be able to to the above thing, when packs are off?cheers,Jakub

As far as I remember this is beacuse the battery bus is powered by chargers (that are powered by GND power) (see the electrical system chart in FCOM2);what was puzzling for me in that scenario (gnd power connected, but switched off), was why battery is not charged, even though chargers are powered - Robert Randazzo replied that this is because battery tie breaker is opened when gnd power is off, and this mechanism is provided in order to protect the battery from overcharging.

Overtemp solo doesn't seem to work - loaded from a clean panel now. No trip off and no master caution. It also didn't trip any other failures after some time of flight.Jakub