PHXMD-11

Wait for it............ when it's done.

If I can remember phone numbers that I haven't dialed in close to a decade, I can remember 1 number. Just set the first three. Or write the number on a piece of paper and stick it somewhere on the instrument panel (not blocking important instruments).

I think that's what the AAIB said in their report. He reverted back to the callsign used in the sim during emergency training. I don't think BA does that anymore.

Do not touch those switches in flight unless directed by the QRH. Align the IRS and move the selectors to NAV and leave them alone. Fly the aircraft into a level attitude and hold that. Maintain speed. Switch the IRS selectors to ATT. I think you will also need to insert your position into the FMS. That will give you your instrumentation back. I also think you have to use the conventional VOR-VOR navigation. However, I don't think you have the capability after that to autoland the aircraft.

Yaw damper is disengaged after landing. 1. If the departure procedure is tight and complicated or ATC directs you to follow it, turn LNAV on before takeoff. If you are issued headings, fly HDG SEL. VNAV will provide you with a vertical profile that is efficient. The tutorials are how it is done sometimes. You can activate the AP at 400' if say you're flying out of JFK during rush hour. Keep the eyes out of the aircraft to see traffic. 5. The speedbrake does have a clickspot to arm it. You can also move it physically or use CTRL + /.

1. The aircraft needs to be above a certain height and needs to be trimmed for level flight. Then it will activate. That's how it is in the real world. 2. The dots represent when the aircraft should be decelerating for approach or slowing to 250 knots or below at 10,000 feet. 3. Turn off the yaw damper on the overhead panel. The yaw damper does not automatically disengage. 4. Align will only align the IRS. The switch needs to be moved to NAV for navigational purposes. ATT will only provide a display for the attitude of the aircraft. You would be screwed on the display side of things. Do NOT touch those switches during flight unless specified by a QRH checklist. 5. The speed brakes need to be armed for landing like any other Boeing aircraft. 6. Are you slowing down if the autobrake selector is set? Is there a message in the lower left corner of your screen? If so, the brakes are working. 7. Did you arm LNAV before takeoff? Navigation radios should be set for departure. After that the FMS will update the aircraft position automatically. Autopilot modes just don't switch on. This will only happen during the first engagement of the autopilot. This will only provide you with basic autopilot functions until you select the modes you want. 8. No. 9. See next line. Read the manual.

Well, apparently the pixel pushers were behind the code people, so I don't think they've had a lot of time to update Facebook if it's all hands on deck.

Holy thread revival, Batman! Not as bad as some of the others but still...

Andrew, set a command via the PMDG-Keyboard Commands menu.

I think they said that they were doing a 748. Haven't heard anything about the Dash-8 or 787. The 737MAX right now is a paper airplane. There are no performance numbers and it isn't expected to be in service until 2015.

You would set the MCP altitude to 12,000 if you're cleared for that altitude.

What Kyle said. I'll be excited when I see it. Actions and pictures are better than words.

I haven't heard any 744 operator using the combi-model other than KLM. But remember their stance on the winglets for the 736. Nobody operated the winglet version so they didn't model it. Someone is operating the -400M, so maybe they could model it in the new 744?

Press the VNAV button?

I'm speechless. Excitement builds 1,000,000,000%

I think he was talking about real life. The loading would be after all the passengers are on board, carry-ons stowed, and cargo holds loaded. Nothing FSX related.

I would recommend climbing in V/S mode. It may increase the engine thrust a bit but it will be a smoother experience for your passengers. If I remember correctly the FL CH mode will increase the engines to full climb. By the way I think the 744 will stall if step climbing at 6,000 FPM.

Panos, the 20 is just preliminary data. After loading is completed you enter the final CG number, in this case 23.1. This explanation was taken from page 9.

The ZFW CG does not change in flight. You can get this number on the Load Manager after choosing your payload. The TO CG can be received from the Load Manager if your fuel load is selected. If you do not select the fuel from the manager it will be invalid. If you choose the PMDG fuel menu or the realistic fueling from the FMS, you can get this number from the engine SD page. You can also get this number from the FMS (after refueling) by right clicking the right LSK on the FMS for the TO CG entry. ZFW means Zero Fuel Weight. That means the fuel is not in the equation for the ZFW CG.

Save the flight using the FSX save option. It should save everything.

I have to agree with Alex. I didn't know was the J41 was before I started flying her. Now she has a place in my hangar.

The A320/330/340 are men. The A380 is just bleh! The 7X7 are drop-dead gorgeous ladies.

Are you trying to save while in the middle of a flight?

I haven't heard of a manual brake release system in the MD-11. Just the toe brakes and the parking brake. Are you talking about the toe brakes on the rudder pedals?

I'm following this thread and I got an email of your original post. I was thinking this guy is either courageous or had a screw loose somewhere...