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Hi gents, This has most certainly been brought up already, but I'm afraid I couldn't find it. I wanted to know if the cockpit sharing functionnality is still envisionned or not. Thats really an option I'm looking forward to. My good sim buddy and I love to fly together, but its hard to find planes that are properly simulated that offer such a possibilty. It would bring the final touch to the overall feeling of realism this beautiful bird.you guys made has :) Regards

Very interesting read Andrea. Thanks for the answers everyone, I know what to do now. Regards,

That I always do :) I'm your average procedural pilot ^^ Regards,

Ah thanks for the quick and numerous answers ! Good to know there's nothing wrong. I got a tad bit alarmed by the drop of quantity on system A. At that value the square surrounding the numbers is filled white instead of black. Regards,

Hi gents, I'm a bit puzzled as to how the hydraulic is working. I got a few questions : * First off, reading the procedures, I have trouble finding the right moment to power up the SYS B ENG2 pump. NP.21.30 section of said procedures is as follows : and then, on next page you can read : But since I do power up the B system, push back and, then only, power up A system, I refer to the Pushback or Towing procedure on next page which states : Ok, so when I read : System A HYDRAULIC PUMP switches – OFF I understand that both ENG1 and ELEC2 switches should be turned OFF. Now, when I read : System B electric HYDRAULIC PUMP switch – ON I understand that I should turn on the ELEC1 switch ON. So I pushback with just the ELEC1 switch ON, all others, including ENG2 are off. Then, afer pushback is complete, the procedure states : System A HYDRAULIC PUMPS switches – ON F/O So theres no mention of the ENG2 switch at least as far as I read. I usually end up turning it on at that moment or before taxi along with the ELEC1 switch. But I'd like to understand how this is supposed to be done. * Second 'problem' is that when I do check brake system pressure at that point of the procedure I dont get 2800 PSI on both systems, system A is at like 2780 or around that value. However, once the engines are running I always exceed that minimum by a comfortable margin and the brakes perfom normally. * Finally, I also noticed something while in flight, the fluid quantity in system A tank drops to about about 71-72% . So I refered to the manual, and on page 13.20.8, one can read the following : Ok but, I don't use failures yet and none of those lights/warnings are lit. However on the two flights where it happened I was close or at maximum ceiling operation. Addtionnally, is there a way to know what the quantity in the standby reservoir is? Any help understanding those three points would be much appreciated :) Regards,

Hi gents, In my quest for more realism (and to get plausible flight ideas), I was browsing several airlines's websites. I found out that the 738 is mostly used to do the first flight of the day towards a given destination. It is then usually replaced by smaller 737's, Airbus, ATR or McDonnell's aicrafts for the rest of the day. Here's a list of what I found so far : - Air Algerie (DAAG 7:25 -DAOO 8:35)- Air Austria (LOWW 6:35 - EGLL 8:05)- KLM (EHAM 7:15 - LFPG 8:35) Is there any reason for that? Or is just a coincidence? Regards,

Been flying a KORD-KEWR flight last night... and I completely forgot about Irene. Needless to say as I approached New Jersey, weather degraded to some atmospheric hell. ASA did its job and provided me with a very heavy storm, 1 NM visibility, and a 50kts wind on final. I usally land manually but I let the AP do its job till the end on this one. We were too fast and had like a 30° angle from the rwy heading on landing. But it did land rather smoothly considering the conditions. To be honest, I should have rerouted to some other airport. I really doubt pilots are authorized to attempt such dangerous approaches. FSX weather is really terrible when it comes to strong gusts. I always had problems with PMDG aircrafts in downloaded weather, but I don't blame PMDG for it, its another case of MS messup IMO.

Hi there, I did experience floating (according to me, cause of a too high Vref selected by the FMC) mostly with a heavy load. On lighter planes, with a smaller Vref, I usually touchdown 'normally'. So I usually change speed on the MCP to Vref -5 and it works fine. But then I only got like 30-40 hours on the plane so there might be something I missed. I looked into the documentation, read the tutorial again a couple of times since it didn't happen on that flight, but couldn't find what I was doing wrong. Regards,

I also tried to delete FSX.cfg to no avail. I also that the sim freezes not because I retract the flaps but because the A/P has been activated. It starts doing its job for a couple of minutes, then all of the sudden the CTD happens. Think I'm just gonna go ahead and file a ticket. Regards,

Hi, I was happily following the tutorial, when, upon reaching final on EHAM, I had a CTD. I shrugged and reloaded FS but, since that incident occured, I get another CTD everytime I take-off. Right after reaching 1500ft and starting flaps retraction, the sim freezes and I have to wait for the failure message to come up. Faulting application name: fsx.exe, version: 10.0.61472.0, faulting module name: PMDG_737NGX.DLL, version: 1.0.0.0, time stamp: 0x000f097e. Very frustrating to say the least. Im using PMDG MD-11 and JS41 as well as many other add-ons without any problem. What I tried : - Applied PMDG recommendations regarding FS setup and the FSX.cfg file.- Reinstalled DX9c- Reinstalled Visual C++ 2008 SP1- Reinstalled PMDG 737NGX all together- Reinstalled FSUIPC 4.70 (unregistered)- Excluded the whole drive where FSX is installed from Antivirus scanning Config : Intel E8400 (3.0Ghz)4GB RAMNvidia GeForce 9800GTX+Windows Xp 32 SP3 up to date Could someone please help me out? Thanks in advance, Regards