sandpatch

I do not remember the VS of my flights but I don't have the feeling of a "burst". My NGX is careful and is able to intercept the path perfectly. Have you entered the information in the "forecast" page? My only guess is that the wind from behind was not entered so when the NGX tries to get to the path it overshoots it, and the tries to compensate by high VS and having a speed increase. HTH Manfred

My guess why all these FBW questions always pop up is simply that Fly-by-wire both sounds and looks cool. I think I'm going start calling my 737 switches BBW (Button-by-wire) B) B) B)

I mostly fly the 700 so for me it was worth it but the difference isn't that big. PMDG did an awesome job and the smaller planes feel a bit different from the larger ones but it still is an 737 NG. If you are 737 fan or like to explore airplanes go for it but don't expect something totally new. Regards, Manfred

Yep, makes sense. He mentions it several times. He only turn it up when he has the runway in sight and can fly manual. In the video ha says: "Turn it up and hope that it doesn't make VNAV jump out."

Have not started but as soon as I am finished with college I will start with my PPL

Makes me wonder (I am a curious person), any special reason you can't be in the jump seat looking at the lights? Or is it another aircraft you are going to fly in? Manfred

Jean-Marc, Can you post the video here? I have wondered the same thing and if you found a movie where he explains it I could translate. Regards Manfred

Just to be fully sure, have you entered V1 and so in in the FMC? Otherwise I have no idea Manfred

:o Both the MD11X and the NGX never stop amazing me

Some closeups of features. Ex. VC, Landing gear, HUD, ...

I just checked, the reason because you can't see it for KOAK rwy 29 is that it simply isn't equipped with a DME. You can only see the distance if it says that you need a DME on the chart. An ILS/DME approach would have a DME but a standard ILS doesn't have one as far as I know. Regards Manfred

Like in the real aircraft, the flight path is only shown if the vertical speed is in the FPA mode. You can see it far right on the MCP

That is very strange since I get it to show distance from 3 different sources. If you use an ILS approach you can see it's identifier and distance (if it has a DME) on the bottom left corner of the PFD. I also entered the freq in the "nav rad" page and voilà, distance from there as well. As Jia-Hsing said you can use the FIX tool as well. Since you have a lot of experience I am guessing that you have a bad AFCAD or something because I used default FSX scenery. HTH Manfred EDIT: ehh, the pictures became a lot bigger than I thought. Anyway, here is one with the FIX page as well

Does that problem occur on a plane that isn't the MD11?

Why do you guys always compare the two companies? Why can't we just accept that we have a company doing great Boeing aircraft (PMDG) and a company doing great Airbus models (FSLabs). I think that the comparing is unfair to both sides.

Yep, I tried with the MD11 manual and that one goes to the checkout but the 737 chief pilot manual never showed up after 3 tries. I use Opera 12.00 EDIT: tried the Captain manual and that one got stuck too

This is actually a very good question. I will try to land if I still can bring down the aircraft safely but once or twice I have gone around. But one thing has changed the flying a bit and that is a special thing in our VA. Our flight recorder has a built in landing plotter and it check that the landing was inside the margins. This really forces me to do stabilized approaches with no changes in airspeed, VS, and glideslope dots during the last 1000 feet. (Thank you Egbert)

I don't have the problem. I only use Avsim AFCAD's. Hope it helps

Well according to the video it is because they have to connect the tractor (let's say he was running late)

Only use Service based failures. Makes a flight more interesting.

3) I go by TOPCAT's recommended setting but I I think that the standard selection is 1. Might be a different SOPs for different airlines.

I tried an ILS approach with the IRS failure and the the dots that show your ILS position showed up, both on the ISFD and on the PFD. Does that mean that under a double IRS failure the relative direction to a VOR is visible on the RMI up or not?

I am wondering why the GPS positions aren't enough. Spoofing is almost impossible, jamming is much easier but than it could just say "GPS jammed", "SNR = 0" or something like that in the FMC. It is enough for us in the maritime industry but not enough for an airplane? Which BTW has much more free space available... Anyway, the VOR thing below the ISFD screen, is that also part of the backup instruments? I just tried entering a "IRS L FAIL" and a "IRS R FAIL" and I couldn't get the arrow to point in the right direction. All I could see was the DME distance on the ND. For those wondering, it was a VOR/DME station. SLU near ESPA. Can anyone reproduce that? I know that I am nitpicking but the GPS provides GPS time, it is a bit little bit different (about 20 seconds) from UTC time http://www.leapsecond.com/java/gpsclock.htm. Dough I am pretty sure you knew that.

Yes Kenny, we all know how to read a QRH or adjust settings in the PMDG FMC. The whole was why you can't use GPS position information to display the map, not how to cheat in the simulation.

Yeah I too have wondered OP's question. It is also the same thing when aligning the IRS. I enter the position but I still have to wait 8+ minutes until the map shows up. In the MD11 (with GPS) it pops up immediately but without you have wait too. Seems like a GPS would be quite nice to have during a communication loss.