PHXMD-11

Gate numbers are included in some airport SID/STAR files and are not in others. You can add the gate number and coordinates in the airport SID/STAR file. It's located in your FSX/PMDG/sidstars file folder.

A red boxed level 3 alert is urgent. As in land as soon as possible. An amber boxed level 2 alert requires pilot action but is not exactly a reason to divert unless the QRH recommends it. If you continue to read the checklist, it states "land at the nearest suitable airport". I think that would be a reason to divert.

The MD-11 has fully automatically and manually controlled hydraulic, electrical, pneumatic, fuel, and pressurization systems. Basically, in a fully reliable aircraft, ensure the switches are in automatic and the systems will control themselves from cold and dark to shutdown. I would recommend operating the systems in manual mode (even though it isn't exactly SOP) and give yourself some entertainment during cruise on a 14 hour flight. The autoflight system and flight management system are not like Boeing or Airbus. It will require some reading (at least the introduction and tutorials (one is available on the PMDG website) on your part. The aircraft autotrims itself to provide stability so you will not have to really trim the aircraft. The 744 is sort of like any other Boeing. The FMS is similar to other Boeings. The fuel system is a bit on the complex side. You may have to balance fuel using different pumps and crossfeed valves but it isn't too hard. The electrical and pneumatic systems are more or less set it and forget it. The 744 is also showing her age a bit. If you are expecting a 744 up to the standards set by the NGX, you aren't going to get it for another indefinite amount of years. If fairness, so is the MD-11, but not as seasoned (for lack of a better word). Honestly, if you are looking for systems programming and a challenge (flying the Douglas way is different than the Boeing way) I would strongly recommend the MD-11. If you are looking for a 875,000 pound bird with enough systems programming to do it justice to fly across the word, I would recommend the 744 V2.

Probably setting the DEMAND SYS 4 selector to AUX and the other three selectors to AUTO. Hereby pressurizing the hydraulic system. Maybe turning on the APU generators.

I would wait to buy a new computer until they come out with the recommended/minimum specifications for the 777. What people think would work may be different from what will work.

If the aircraft is below 2500 feet AGL and the flaps or slats are extended, pushing the GA button will activate the FD go-around mode. The AP will follow the flight director commands if the AP is activated. If the ATS is not engaged, you will need to manually increase the thrust levers. The GA button will only work when the aircraft is below 2500 feet and configured for landing. To set takeoff thrust, push the thrust levers forward to about 75% N1 with the ATS engaged. Flight mode annunciator indications are discussed on page AUTO.30.28 (page 162) in the Systems manual. No need to reinstall the MD-11. Uninstall the 744 completely and then reinstall it.

Change the DEST airport on the RTE page. Then set up your approach.

FMC Menu. PMDG Options. Equipment. Autoflight and select the Collins MCP type.

I don't think so. Press the TO/GA button. If it's programmed in the FMS, then the flight director will direct you through the missed approach. If it isn't programmed, then you would need to know the missed approach or reference the approach charts. Page 371 (PT.30.7) of the FCOM will guide you through the go around procedure. To insert winds and the temperature you need to use the VERT REF page 2/2. You can access this page by clicking one of the right line select keys to the respective waypoint on the F-PLN page. Then press the next page button. On the INIT page you can enter the wind average or component as +NN (N being a number), TNN, TLNN, TAILLNN, -NN, HNN, HDNN, HEADNN.

You're not the only one...

Sure...

I would edit out your order number.

Flight model sliders all the way over to the right. Check "Pilot controls aircraft lights". Uncheck "Gyro drift". Select "Display indicated airspeed". Uncheck "Display flying tips". Select "Ignore crashes and damage". Uncheck "Enable automixture", "Unlimited fuel", and "Engine stress damages engine". Special effects and Flight controls are at pilots discretion. For scenery, weather, and UI settings you can use the recommended settings that are in the NGX's introduction manual.

How about a screenshot during the day? I can't tell if there is anything wrong.

Airlines such as Southwest and United have the 737-300/400/500 and the 737-700/800/900 series in their fleets. The EFIS/MAP option on the 737NG allows a shared type-rating pilots can have. It also reduces the amount/price of training it takes to train pilots. Less differences in the display of intomation. The HUD is an option that I believe allows airlines to operate in reduced visibility that they may not be allowed to operate in if they didn't have the HUD. The 737NG does not have a multi-function display. It is the navigation display. I think the MFD is only on the 777 and 787 (maybe the 748).

I think PMDG has said they aren't doing it. Or were they talking about the NGX development?

The TOGA switch is below the left CRS selector on the MCP.

Sign of the times. If the 77L or 77W can carry the same (maybe a little less) amount of people/cargo on two engines than the 744 can do on four, what's more econmomical for an airline? She is a marvel of engineering. Who knew that we could go from what the Wright brothers flew to a mechanical beheamouth in just a few decades? About your title, the T7 is a princess. The Bs aren't men...

That's the horn that Hubert talks about. The use of the reversers is not tied to saving fuel. Engine repairs/changes due to wear and tear cost a whole lot more than a few gallons (maybe less?) of fuel. No. It's the airplane telling you forgot to lower the gear.

The J41 does not have that capability.

Flight Crew Operating Manual volume 2. Page 5.10.6 (or page 254/1240). They control the audio from the VHF radio, NAV radio, HF radio, interphone, PA system and the overhead speakers.

I'm sure it will be different models. The MD-11/F has different models for the PW and GE engines. The 744/F has models for the GE, PW, and RR engines.

At least on the MD-11, if the fuel gets too cold, the engine(s) will flameout/fail. I think the failure is already implemented in other products. I don't know of any fuel type that freezes at -65. I think the lowest is -50. I would descend/climb to a warmer altitude and try to get out of that weather. I think it also has to do with the system programming behind the panel. Some aircraft may not have the same level of programming that others have.

744/8 and the 777. DC-6, not so much.

If you do not monitor the EGT, the engines will catch fire. I don't think there are any protections against that, other than pulling back the power levers.