idoleo2001

After two years, regrettably i doubt it!

Short answer: I think no! They don't have in sight SP2 for 737NGX (after 3 years) and SDK depends of SP2 release. Israel DOleo - MROC

Hi! Install the fix server list, and you will have the VATSIM server list. The link is https://www.dropbox.com/s/5sr2xfn4ta88vmu/Load%20Servers%20Fix.exe After that, load P3d, load FSInn, and in settings, go to connecting screen, and in your VATSIM information set "Load Servers" buttons, wait few seconds and you will have all VATSIM servers, choose one and connect, and fly! See ya!

The solution for connect to FSInn and see traffic of VATSIM is in the following link https://www.dropbox.com/s/eu7774zd2q2uudq/Enable%20FSInn%20in%20P3D.rar The image take it 10 mins ago in MPTO - Tocumen is available in following link https://www.dropbox.com/s/8sc3nye263nupi6/P3D.bmp See ya!

You're welcome!

In FSX.cfg (located in x:\Users\(your user name)\AppData\Roaming\Microsoft\FSX), add the following lines (open with notepad app): [bufferPools] PoolSize=8388608 RejectThreshold=262144 See ya!

SCEL-MROC (Chile to Costa Rica) / 6:20 h / 2.714 nm / http://www.vataware.com/flight.cfm?id=9668968 LPMA-TNCM (Portugal to Netherlands Antilles) / 6:27 h / 2.638 nm / http://www.vataware.com/flight.cfm?id=9924126 TTPP-LPMA (Trinidad & Tobago to Portugal) / 6:27 h / 2.788 nm / http://www.vataware.com/flight.cfm?id=9953571 SBMO-MROC (Brasil to Costa Rica) / 7:45 h / 3.119 nm / http://www.vataware.com/flight.cfm?id=9728960

It is possible read 737NGX transponder status (stand by or C) and transmit to SB4 without use buttons or user intervention?

Hi! Thanks, i know that FMC shows VREF in all phase of flight. I like to make a big application with all features necesary for departure and landing (like TOPCAT); the mos basic programming feature is VREF, but i will add more features (it will depends of my agility programming :huh: ). See ya!

Hi! I am not a programmer, but i'm starting to use Visual Basic programming language, and make my first application which calculates VRef for B738 NGX. You must enter aircraft weight, and select landignf flaps and will show VRef speed. I hope that this application will be useful. Link: http://www.wikiupload.com/6N4D26WR9T6LVJ9 See ya.

You can load pax and load. You can't load fuel because PMDG's restrictions. See ya!

You can't. but an easy way is using your actual HD in the new computer as principal ahrd disk, and reinstall drivers,etc.

Ok, the complete procedures is the following: 1. Install TOPCAT 2. Open installation TOPCAT folder 3. Open Configurations folder 4. Create a new TXT file and write the name that you like 5. Open TXT file 6. Copy the data that i put above in this forum topic (don't copy the orange text) 7. Open TOPCAT and set the settings for regular use 8. In TPCAT Aicraft menu set "Add" 9. Choose the options for your Aicraft and in "Configuration" setting choose the file that you create in step 6 10. Press "Save" button 11.You now can use the TOPCAT pprogram for configurate your flight with B737NGX! See ya!

Based in AMOC i include for the phase of flight the use of the center tank fuel pumps. See ya!

I was reading about center tank fuel shutoff. Tthere are three variations for center tank fuel operations: 1. Standard procedure in accordance with AD 2001-08-24, AD 2002-24-51 and AD 2002-19-52 Principal procedure considerations a. Ground operations: Center tank fuel pump switches: OFF with fuel center tank fuel lower than 1.000 lbs Center tank fuel pump switches: ON with fuel center tank fuel higher than 1.000 lbs b. Take Off: Center tank fuel pump switches: OFF with fuel center tank fuel lower than 5.000 lbs when ready for taxi Center tank fuel pump switches: ON with fuel center tank fuel higher than 5.000 lbs when ready for taxi c. Climb or cruise Center tank fuel pump switches: OFF with fuel center tank fuel lower than 1.000 lbs d. Descent and landing Center tank fuel pump switches: OFF with fuel center tank fuel lower than 3.000 lbs e. Cruise flight Center tank fuel pump switches: ON (optional) with fuel center tank fuel higher than 1.000 lbs Other considerations At first indication of fuel pump low pressure the fuel pumps must be positioned OFF Both center tank pump switches OFF if the center tank is empty In a low fuel situation both center fuel pumps may be selected ON 2. Althernative Method of Compliance (AMOC) to AD 2002-24-51 Same as described in 1. for steps (a) and (B) c. Climb or cruise Option 1. Center tank fuel pump switches: ON after Take Off and pitch attitude has been reduced to begin acceleration to a climb speed of 250 knots or greater if fuel in center tank is more than 2.000 lbs Option 2. Center tank fuel pump switches: ON after passing 10.000 ft with fuel center tank fuel lower than 5.000 lbs Center tank fuel pump switches: ON only one pump and open crossfeed valve when center tank fuel lower than 2.000 lbs d. Descent and landing Center tank fuel pump switches: ON only one pump and open crossfeed valve with fuel center tank fuel lower than 3.000 lbs Other considerations Same as described i 1. 3. Althernative Method of Compliance (AMOC) to AD 2001-08-24 and AD 2002-24-51 for aircraft with Automated Center Tank Fuel Pump Shutoff It is need apply the procedure for Automated Center Tank Fuel Pump Shutoff in lieu of two methods described. Now the questions for PMDG group: 1. Boeing Amendment 39-16785 documents shows in section (h) that for the aircraft with center tank fuel pumps system as described need one placard adjacent to the pilot's primary flight display with text "AD 2002-24-51 fuel usage restrictions required". Is this will be implemented in a future for PMDG NGX? 2. Will be modelled automatic sutoff system for the center tank fuel boost pumps according Boeing Amendment 39-16785 section (g)? Thanks!

The advantage of my configuration is that you can get an %MAC in TOPCAT that is the same that PMDG uses internally; if you use another 737 configuration the %MAC will be not the same and you can set TRIM for take off with incorrectly and you can crash your airplane! The difference between configurations can be the following: 1. Weights (minimun variations in empty weight or MTOW; remember that Boeing have at least three configurations for the B738) 2. Performance data load from FPPM for each aircraft variation (depends for example of aircraft thrust and type) 3. The most important variations are the stations considered for weight's distribution in aircraft, and the position for that; for example now PMDG NGX uses for default 5 stations points (two for cargo's weights and three for passenger's weights). The number of stations and the position that theses points have relative to CG determine the %MAC and TRIM adjust, and changes a lot between variations modeled (PMDG FS9, PMDG NGX, iFly, etc.). See ya! Hi! I don't have B737 NGX package. Sorry! See ya!

1. If you like to use another configuration for PMDG Mixed class you don't need create another file. Only start TOPCAT and in "Aircraft" menu duplicate the current profile; this new profile can be modified. 2. The performance information is not available for winglet model, but the difference is minimal for take off or landing data. 3. You can have a configuration file copying the data that is showed previously, but without orange text. You only need delete the orange text. See ya. I will try make a version for single 189 pax. See ya!

Hi! In Topcat there is not correct configuration for PMDG 738NGX, for this reason i created a version. The next configuration is specially considered for El-AL 738NGX (142 passengers, 16+126); however if possible make minor changes for use in another 738. The next configuration contains in brackets the explanation (you need delete this data for your final configuration version): --- [GENERAL] Aircraft=PMDG Mixed Class Winglets NGX [title that you will see in TOPCAT] Units=LB [units used LB or KG] [CONFIGURATION] Config=C12 Y148 [seats configuration: "C" is bussiness class and "Y" the por pular class in the aircraft, with the seats associated; is the information for your default aircraft; in TOPCAT interface you can choose another configuration for your particular aircraft, for example 142 seats for El-Al Airlines] Pax=160 [total passenger configuration; for 738 can be 189 but you can use for a particular aircraft for example 160 in the TOPCAT interface ] Cargo=47000 [total carriage weight in 738; this value is MZFW-OEW, in this case is 138300-91300 = 47000 lb] Fuel=46063 [total fuel in pounds] DOW=94000 [Dry Operating Weight; is the OEW + operation weights (tripulation, tripulations baggage's, equipment for kitchen, etc); this value is variable, but you can estimate a maximum; in this case i choose 94000 lb, but for my particular aircraft i can choose in next sections a weight between OEW and DOW] MZFW=138300 [defined by Boeing] MTOW=174200 [define by Boeing; there is three variations, 174200, 172500 and 155500 aproximately, PMDG uses model with 174200 MTOW] MLW=146300 [define by Boeing; there is two variations, 144300 and 146300, PMDG uses model with 146300] Assumed=Y [you choose if use assumed temperature for thrust or not] Derate=Y [you choose if use derate thrust or not] Combine=Y [you choose if use assumed temperature and derate thrust or not] [AIRCRAFT] aircraft.0=B737-800_GE [it is used internally for TOPCAT choose the performance data from model information that have the software] [TRIM] wing_root_chord=18.9 [read from PMDG aircraft.cfg file] wing_area=1348.000 [read from PMDG aircraft.cfg file] wing_span=113.1 [read from PMDG aircraft.cfg file] wing_sweep=23.5 [read from PMDG aircraft.cfg file] wing_pos_apex_lon=-43.8 [use from PMDG FS9 TOPCAT file] empty_weight_CG_position = -57.77 [use from PMDG FS9 TOPCAT file] MAC_Shift=1.31 [is an adjust parameters for shows the correct %MAC; for example, if in empty weight the FMC shows 20.8% %MAC and with a MAC_Shift TOPCAT shows 15.0%, i need change MAC_Shift until the reading will be the same that FMC; is the process for calibrate the %MAC showed in TOPCAT] [MAC_LIMITS_ZFW] mac.0=80000;6;32.3 [data used for the graphics %MAC vrs weights; i read this data from Boeing 738 AFM] mac.1=105000;6;36 [same showed before] mac.2=143425;6;36 [same showed before] mac.3=144000;6.1;36 [same showed before] mac.4=146300;14.1;36 [same showed before] [MAC_LIMITS_TOW] mac.0=80000;6;26.1 [data used for the graphics %MAC vrs weights; i read this data from Boeing 738 AFM] mac.1=143425;6;34.03 [same showed before]] mac.2=144000;6.1;34.10 [same showed before] mac.3=156760;8.70;35.7 [same showed before] mac.4=173000;12;31 [same showed before] mac.5=174700;16.8;25.5 [same showed before] [MAC_LIMITS_LDW] mac.0=80000;6;32.3 [data used for the graphics %MAC vrs weights; i read this data from Boeing 738 AFM] mac.1=105000;6;36 [same showed before] mac.2=143425;6;36 [same showed before] mac.3=144000;6.1;36 [same showed before] mac.4=146300;14.1;36 [same showed before] [PASSENGER_STATIONS] station.0=40;-36.16;Fwd Cabin;1 [position read from PMDG Aircraft.cfg file, and adjusted for considering empty position CG show in TRIM section; the first data is the maximum passengers in this position; PMDG divides the passengers weights in three stations, the distribution that they use is 28,17% + 43,66% + 28,17%; for example, if for your flight there is 100 passengers, 28 will be load in station 0, 44 in station 1 and 28 in station 2] station.1=62;-58.16;Mid Cabin;2 [same showed before] station.2=40;-80.36;Aft Cabin;3 [same showed before] [CARGO_STATIONS] station.0=23500;-36.36;Fwd Cargo;4 [same concept that before; the difference is only two stations for cargo, and i divided the maximum possible cargo in two equals parts] station.1=23500;-78.66;Aft Cargo;5 [same showed before] [FUEL] tank.0=-61.370;4 [position read from PMDG Aircraft.cfg file, and adjusted for considering empty position CG show in TRIM section] tank.1=-54.144;1 [same showed before] tank.2=-61.370;7 [same showed before] ;1 Centre Tank ;2 Centre Tank 2 ;3 Centre Tank 3 ;4 Left Main Tank ;5 Left Aux Tank ;6 Left Tip Tank ;7 Right Main Tank ;8 Right Aux Tank ;9 Right Tip Tank ;10 External Tank 1 ;11 External Tank 2 --- The stab trim data obtained from TOPCAT is not same that PMDG NGX, for this reason i don't recomend use it. I hope that the explanation will be clear. Sorry for the bad english, is not my first language. ^_^

PFD shows information with only 2 decimals; if you choose for example 0.794, the PFD (magenta color) will show 0.79

In electronic version AERO issue http://www.boeing.com/commercial/aeromagazine/articles/2012_q3/3/ shows the future Boeing's aircraft tools for reduce overruns; i hope that PMDG group includes in future the modifications! The article is really interesting!

You can't use RA if in aeronautical chart won't shows specificly "RA Authorized". The problem is that RA is height above surface below the aircraft; in approach terrain's altitude surface is variable, and eventually can shows RA 200 ft before/after the correct DA. Revise Crew Training Manual, Chapter 6 Approach, i remember that this is in explanation about MDA(H) / DA(H).

In CMD (autopilot panel) press LNAV and/or VNAV (after configurate in FMC); the arm mode is when you NOT have selected the CMD button; when you press the CMD button the autopilot will be activate.

Thanks for your reply!

In 1988 TACA flight 110 from Belize to Louisiana was both engine lost. The aircraft make a safe landing in a grass levee. (http://en.wikipedia.org/wiki/TACA_Flight_110) The Boeing engineers and test pilots perform an engine change, and the aircraft take off with only one engine. My questions are: 1. Is it possible that a NG take off with only one engine (starting in idle power with only one engine)? 2. What adjust i need to make in control surfaces (rudder, aileron and pitch) for a safe departure? 3. If is possible, can you includes a maneuver example, with left or right engine running? Thanks!

Bad news. Thanks for the information!