PHXMD-11

Click on the flight (such as FDX440 OAK-MEM). The route will be displayed on the right (SLNT7 LIN JSICA ILC KD48Q KK42A LIT TAMMY4).

Flightaware? http://flightaware.com/live/aircrafttype/MD11

The MD-10 is a complete rework concerning the avionics. The avionics used on the M10 is actually from the 717 but allows the M10 pilots and M11 pilots to interchange between the two birds. The company that did the work is Aero Navali on behalf of Boeing.

Why do people always apologize for asking questions here? I'd rather read numerous threads about an issue rather than requests for more features and release dates (and the $165 million 777 joke)... Have you trimmed the horizontal stabilizer to the amount indicated on the TAKEOFF REF page on the FMC?

I thought performance information is proprietary information and that's why the performance manuals weren't/aren't released.

I'm sure there will be a pogo stick. It comes in handy when I'm inspecting the number two engine on the M11 before flight. I guess I could make it work to look at the top of the fuselage. The wood pigeon must be a very detailed bird. She's been in development for far too long...

http://www.flightsimsoft.com/pfpx/ I think that the original date was near Christmas 2011. But what's a year or two or almost three?

I stand corrected then. I always knew the F, L, and W. It took me a while to figure out that the E meant the -200ER. Too many variants.

I think they did say they were going to do that on the 77W (I don't follow every single thread concerning the 777). Now, I could be very wrong with that so I'd be happy with being corrected.

What I want to say would probably get me banned...

I think the 777 FBW system is more of a hybrid version of the A3XX system. Meaning that the flight controls are electically controlled but she doesn't have the roll/pitch restrictions that the A3XX birds have. I'm sure it would be.

I wouldn't say that you would be able to buy a $165 million 777 but I agree. Perhaps the 777 should be taken out of the shop. It's an old joke...

Doesn't matter to me.

You can create your own before start setup via the MCDU-PMDG SETUP-PANEL STATE SAVE option. I'm not sure if changing the cabin is very worthwhile and beneficial regarding any resources (time, money) it may take. Some people want more indepth programming system-wise on the flight deck over details on the exterior and in the cabin.

If you're talking about the system that sounds the Master Warning if the crew doesn't press a button for a specific amount of time, I hope there's an option to disable that. I'm not going to be able to be at my computer for 14+ hours to press a button every few minutes. That's what I do with the center CDU in the MD-11. I think I remember Robert or Ryan saying that they won't include the PA/interphone pages.

Looking at the 772, 77E, 77L, 77F, 773, and 77W, I don't think Boeing could really screw it up... The 777X may not be in service until the late 2010s. Let's let them develop the inservice models for now.

The callouts in the MD-11 are what you would hear in the real MD-11. I'm not sure if there are any other soundsets out there. I think Boeing had someone else voice the callouts in the 717. The 717 design started in 1998 and McDonnell Douglas was purchased/merged by/with BCA.

Oh. I missed that one. It's making me wonder what I would've gotten for two years of signing my name...

Did you check your spam box for an email. It may have been placed there.

Add more fuel or lower your reserve amount. If you receive that message, you are eating into your reserves.

What are you talking about? I don't think Ryan posting here would push back the 777 for another week. Though I do see his presence here as a good sign... :Straight Face: Could it be a fuel leak?

I don't think the Department of Defense or the Air Force would let that happen...

I have seen people ask questions whose answers are plainly stated in the introduction PDFs.People do not read the manuals sometimes.

The entry needs to be 1000 feet above the airport's elevation. For example, PHX is 1,100-some-odd feet. The entry would be 2,100-some-odd feet. There are two noise abatement procedures. NADP 1: Climb at V2+20 knots until 1000 feet initially. Reduce thrust setting to climb, and continue climbing to 3000 feet. Above 3000 feet, retract the flaps. Accelerate to minimum clean speed or 250 knots, whichever is greater. NADP 2: Climb at V2+20 knots until 1000 feet initially. Reduce thrust and accelerate to flaps up speed, whichever is greater while retracting the flaps. Above 3,000 feet accelerate to minimum climb speed or 250 knots, whichever is greater. Generally NADP 1 is used more in Europe and other parts of the world while NADP 2 is used more in the United States. It also depends on your airline's operating procedure and what they train their crews to do during takeoff and initial climb.

Before takeoff, all crossfeed switches are on. When you receive the FUEL TANK/ENG message and tank 2 is less than or equal to tank 1 or tank 3 is less than or equal to tank 4, turn the crossfeed valves 1 and 2 off. Usually the only time that you would use a guarded switch is in the event of an abnormal/emergency procedure. In other words, if it's guarded, don't touch it. I think the crossfeed valves 2 and 3 are automatically controlled by the fuel system controller. Display the fuel EICAS page before takeoff and extend the flaps. You can see the fuel system configure itself. The crossfeed valves 1 and 4 are manually controlled. The message means that the crossfeed valve is not in the commanded position by the fuel system management cards.