PHXMD-11

That was asked a few years back. I don't think there was enough sales to justify the expense of a service pack. I think the electrical components not connected to the battery/essential bus will lose power on pushback.

I do believe that is SWA's SOP. AAL's 738s autopilots are not certified for CAT III autolands since they did not purchase CAT III certification from Boeing. They are only certified up to CAT II/coupled approaches since they don't have rollout capability. Their HUDs (purchased from a third party) use the flight director while conducting non-precision and CAT I approaches and a separate guidance computer for manual CAT II/III approaches. Doing this does save money since AAL doesn't have to pay to have the autopilot certified/maintained for CAT III landings. It's cheaper to maintain the HUD over the autopilot. Not sure if that's the case with SWA.

99.9999% sure that means turning the ignition selector to GRD while keeping the fuel switch off.

They are developing the new 747 from the ground up. It won't be an update to the current 744.

I was referring to AJ saying :If I had a dollar every time this thread was created I could buy my own 767 by now". I doubt that this thread has come up millions of times.

My fleet is already complete. And I don't want to learn another language to fly a Russian spacecraft.

Bit over the top I think.

I just want to pound my head into a brick wall.

I'm a bit dense at the moment. Is it really his car or is it his wife's car and she allows him to drive it?

The boxed version of the 777 is not out yet.

Go to the INIT REF page, select INDEX, select INIT REF. Change the cost index.

I think that if the engines were windmilling, that could generate enough hydraulic pressure to control the aircraft while you are trying to restart the APU or engines.

"AUTOTHROT DISC" means that the autothrust system has malfunctioned. You need to control thrust manually or reset the failure in the PMDG Failures menu.

I could understand a computer pilot forgetting to remove the locks because they refuse to read the tutorial or the manual, but a trained crew? Not so much...

I would send a support ticket to PMDG via support.precisionmanuals.com.

The cargo units all weigh the same at 3500 pounds. You can click the "FULL PAX", "2/3 PAX", or "1/3 PAX" buttons near the top to automatically add passengers and cargo and it will maintain the CG. I would just ensure that the aircraft looks like it balanced.

If I was rich I would be slumming in an F150 (granted it would be customized). Just being rich does not necessarily mean that person has to drive around in an expensive car. Now if you do, show me the proof that you actually paid for it and it's not leased or you used a mortgage to finance it (just ask the people in Scottsdale)...

It's relevant to the radio altimeter because it is the radio altimeter.

He explained everything correctly. It's not a secret that manuals and other information are very expensive.

Is Robert so self-absorbed that he needs to have his initials as his license plate number?

FYI, I don't think crews are allowed to take smoking breaks at the gate. Now smoking brakes I think would be worth a call to the ARFF guys to look at the brakes and make sure they're safe and not too hot... Other than that, I can't really help.

http://support.precisionmanuals.com/KB/a82/how-do-i-import-the-1900c-and-1900d-into-flight-simulator-x.aspx FS9 is FS2004. I have no idea since I don't own the 1900 or FS9.

Perhaps it's a BA variant of their -200s with a different cabin or different equipment on board? Other than that I don't have a clue.

The 777-200 base is the 772. The 777-200ER is the 77E. The 777-200LR is the 77L. The 777-200F is the 77F. The 777-300 base is 773. The 777-300ER is the 77W. Actually, I think it is BA operated since AA doesn't fly into/out of Gatwick. BA's 777s are based out of LGW if I remember correctly.

Delta's 738s have the Honeywell MCP and their 73Ws have the Collins MCP. It depends on what the customer wants.