PHXMD-11

Apparently there is a growing market for new airplanes in Asia and the number 8 is lucky. So I guess they went with that to make their airplanes look more desirable. That's better than hearing the media call the 320 an "A320 Airbus". Or the A380 a jumbo jet (remember the JKF runway incident). I'd take the dash before an inaccurate media report.

Barring an emergency situation (i.e. you're on fire), you would slow down below 250 knots before 10,000 feet.

Discussion while you're sitting behind a computer screen is good. A captain and FO arguing over a decision (that doesn't affect the safety of the flight) the captain made and the FO doesn't like it? Not so much.

I'd say they're still working on it.

I remember the development team saying that the 748 will be different from the 744.

If you are flying under the FAR Flag policy (international flying on an airplane registered in the US) you should have enough fuel to fly to your destination, fly 10% of the time between departure and arrival, then fly to an alternate airport (2 hours if no alternate planned), fly for 30 minutes while holding. If you are flying under EU policy, you should have enough fuel to fly to your destination, then continue on to an alternate airport, fly for 30 minutes as reserve, and any extra fuel you desire. Contingency fuel requires either five percent of the total fuel needed to fly (this can be reduced to 3 percent if an alternate is planned), and enough fuel to fly for 20 minutes. As you can tell, it is difficult to say what's normal because every flight is different. Winds, temperatures, routes, weight, MEL items, and drag notwithstanding.

The 737-800 and 737-900 in the base package include both the winglet and non-winglet versions. The 737-700 in the expansion pack also includes both. The 737-600 does not have winglets as there are no customers that ordered that option.

The A380 looks a lot better than the Belgua (and that's saying something)... Brand new feature for FSX: smoke that actually comes out of your computer. ( I kid! I kid!)

No biggie.

The American public education system does not teach the Queen's English. So my posts may make Brtis heads explode... Gee, how about that? You taught me a new word.

Quick turnarounds.

LANDING lights - ON when cleared to takeoff, OFF/RETRACT above 18,000 feet, ON when below 18,000 feet. RUNWAY TURNOFF lights - ON during taxi, off at 18,000 feet, ON below 18,000 feet TAXI lights - ON when taxiing, OFF when stopped, ON during takeoff, OFF at 18,000 feet, ON when cleared to land LOGO lights - ON at night, OFF at day POSITION lights - STEADY when electrical power is applied, STROBE & STEADY, when taxiing across active/runway, STROBE & STEADY when cleared to takeoff, STEADY when cleared of the runway, OFF when electrical power is shut off ANTI-COLLISION light - ON when cleared to start engines/off when engines shut down WING lights - ON when examining wings for ice or external walkaround WHEEL WELL lights - ON during external walkaround or as needed by maintenance Flight deck lighting is at the discretion of the pilots. Normally, the dome light is used during preflight and postflight and OFF during storms, other phases of flight.

I think that the 73Ws used the EFIS/MAP setting to share commonality with the 733/735. The 738/739/73J uses the PFD/ND type display.

You want to descend to an altitude and speed up/slow down to the altitude and airspeed indicated on the VNAV cruise page after selecting ENG OUT on the CDU. Set that altitude in the altitude select window and she should start to descend to that altitude if the A/P is in VNAV. If the message "X-BLD" is not shown on the EICAS display, you need to windmill start the engine. Just set the FUEL CONTROL switch to RUN. If the message "X-BLD" is shown you can restart the engine via a crossbleed start. Pull the ENGINE START SWITCH, and if autostart is on, set the FUEL CONTROL switch to RUN. If autostart is OFF, move the FUEL CONTROL SWITCH to RUN when N2 exceeds fuel-on indicator.

That is generally correct. Some pilots think that a bright environment helps fight fatigue at night. So it depends on the individual crew. That is completely at the crew's discretion. Turn them on if you want or keep them off. That's because of different camera settings being used (something about the white balance or something...). The lights in the NGX were developed from the real lighting system on the NG.

You need to set the chocks before you can use the ground functions. Hence the reason they are grayed out... How about a screenshot of the problem. If you are using VNAV and it is active, the speed window is going to be blank.

The clock is automatically set to zulu time (GMT/military/whatever it's called). I don't think they have a setting for local time.

You should use IGN OVRD during severe turbulence and/or heavy rain. You can retract the slats in turbulence after VSR. Don't exceed .82 mach/305 knots if severe turbulence is present.

The manual says 24,000 pounds/10,886 kilograms as a minimum. I would recommend a flight planner such as PFPX, FSBuild, or Flight Operations Center to plan flights for routes and fuel calculations.

I think some people in this discussion are about to be put in timeout...

If you are talking about the blue/white lights you need to change the MCP setting in the FMS-PMDG SETUP-AIRCRAFT-EQUIPMENT-AUTOFLIGHT MCP TYPE from HONEYWELL to COLLINS.

I would say he should be funnier and more sarcastic...

As much as I like the competition between Boeing and Airbus, I always want to do the happy dance when Boeing gets a huge order... Despite my above statement, I do hope that the 777X program sees a huge improvement in quality assurance...

"ADD DRAG" will appear when the FMC is having difficulty maintaining the descent path to meet a speed constraint. "RESET ALT" is a reminder that the top of descent point is approaching.

I don't think there are any schools or churches in Phoenix that have loud bells that could be heard on approach...