gura75

I agree! gura75

Keep on working on Boeing. Updates and improvements are appreciated. 787 Dreamliner in my opinion should be given more attention for the next aircraft. gura75

Thanks Mas! I will give it a try.(http://www.eurofpl.eu/) But still...the flights from (Norway and Sweden to EPKK) which I observe using flightradar24 never cross JED. Ryanair flights from Sweden and Norway seem to fly heading airdrome EPKK all the way to 10 000ft. Then during the descent at 10 000ft they seem to change heading in order to make an east bound turn before final approach. By the way... is it possible to instruct FMC to fly direct toward an airport and during descent add and activate STAR procedures?gura75

Thanks for providing good information and suggestions on the flight from ENGM to EPKK. (Norwegian flight) I know ENGM has new airspace structure. I have not concidered SID and STAR in my question. Provided good charts, SID and STAR are easier to understand. What's tricky is FL350 and above flights. Yesterday I followed Ryanair flight RYR8503. A flight from ENRY top EPKK. They also choose almost the same route as DY1040. Thanks ronzie for providing fsbuild suggestion. Still it's for simulation only. It deviates a bit. Most flights from ENGM to EPKK seem to be close to that I have included in the picture in the beginning of this topic. I'm not an expert on this but it seems like they choose a more direct route all the way down to approach. Referring to my picture, and DY1040 flight, I found that the deviation finds place after passing IPKAL. It even deviates some from the great circle as well. When approaching the airdrome they don't even follow the STAR either. (STAR provided by Jeppesen) I didn't know they had so much freedom to do so. Anyway, that's why simulation is so fun. You can always make improvements make it better and more realistic. Thanks guys.gura75

For some time I have been using PMDG flying from ENGM to EPKK. I have been using routefinder to find actual waypoints. They match almost a real flight. A real flight, as shown in the included picture the Norwegian flight DY1040 (NAX1040)seems to deviate some from a route given by finderoute. It might seem that real pilots try to choose a more direct route. If so I'm not sure how they do so. I would imagine they skip all the waypoints given in the picture and select a more direct route. They will still need a waypoint close to STAR. Any suggestions? By the way.....it's quite easy to simulate the same cruize flight level, FL350.Sincerelygura75 (Click picture to make it bigger)

Is PAR approach ( precision approach radar) comparable to ILS cat 1 approach? Or are all ILS approaches superior to PAR. Is there a way of comparing these two approaches? Despite it is called PAR (precision approach radar) it does not give the same precision as ILS, i imagine. Any thoughts on this topic? gura75

There is an option when installing driver, where you are asked about clean install. gura75

Hi Is there still a way of listening to the ILS morse code in PMDG 737 NGX? Do I have to set the EFIS nav switches to VOR in order to listen to the ILS morse code? Sincerely gura75

Hi Is it a good idea to use localizer during visual approach? By the way...what about real pilots do they use localizer in order to line up ? Or should visual approach be performed solely based on visual observation. Sincerely

Hi How come Routfinder can not find a routing between two well known airports? I am thinking of BIKF-KJFK. I am referring to http://rfinder.asalink.net/free/ It states following : NAT: Eastbound track message identification is 282NAT: Westbound track message identification is 281Couldn't find a routing between KEFLAVIK (BIKF, BI) and JOHN F KENNEDY INTL (KJFK, KJ) at FL330 - FL410. Any suggestions? Sincerely gura75

According to Ed Follett at GE Aviation Systems Customer & Product Support Organisation: "The FMCS computer has been designed to use a carefully apportioned mix of high-order language and assembly language instructions, in a structured program to achieve a balanced compromise among ease of programming, compiling efficiency, and processor throughput. High-order language has been used as the front-end language for the computer, and assembly language has been relegated primarily to applications in the interfacing with the executive. The standard high-order language used in programming the FMCS is Ada. This language allows extensive use of structured programming constructs."gura75

μC/OS is FAA approved but I am not sure if FMC is programmed using μC/OS. μC/OS is intended for use in embedded systems often with real-time computing constraints. gura75

Hi According to www.b737.org.uk the latest FMC imodel is 2907C1 which has a Motorola 68040 processor. Do you guys know in what programming language that FMC Motorola processor is written? I understand μC/OS would be a good choice since there would be a need for a real time OS and a FMC is a typical real time multitasking device. Any of you guys know more specific details? gura75

Is there in any simulators FS9 or FSX a possibility to simulate PAR radar approach. PAR radar is a precision approach radar where a controller guides pilots with information about the planes heading and hight according to a virtual glide slope. Mainly used by the military. In some cases used by civilian aviation. gura75

Excellent video excellent explanation and a lot of good tips. Simulation by learning from a video is fun. I would like to ask you if you could contribute with a new video describing visual approach using only PAPI lights for correct "glide slope". How to adjust thrust and pitch from the point you spot the PAPI and disengage the autopilot. I understand 737 -800 NGX is stable and minimal adjustment is needed as you said in the video but visual approach is still a bit more challenging and instructive. An easy airport with PAPI will do. Sincerely gura75

Thanks for a nice reply. It is s a local flight in Norway. So my question was actually quite specific and not much general in that secnce. Maybe you have even given it a try. (ENGM - ENVA) I followed your tips. Hight management works fine. But I still have to apply speedbreaks. Real pilots still amaze me. And that is so exciting with the simulator. I try to be a "copycat" but it is really challanging.

Hi This question is maybe a bit stupid. But working in 2D I can not view FMC, overhead panel, throtteles and etc. These things were added like a tiny buttons ...shortcuts...where are they now or how to get to FMC i 2D, 737 NGX. gura75

Dear Members, When simulating short flights (ENGM - ENVA) I try to compare my results against flightradar24.com. When onboard a real plane I try to observe and listen to the engine noise. I'm still trying to solve following things in my simulator. (FS9) (1) Real pilots are professionals. No doubt about that. When onboard Boeing 737-700 (with winglets), on a flight from ENGM - ENVA I think I can tell by listening to the engine noise and comparing against time spent, approximately when the plane crosses the T/D. What really amazed during a flight I had is that the pilots never deployed speed breaks during the decent. The flaps were not deployed before the last turn for final approach...basically when you expect LOC to be activated, according to the charts. It's like the most perfect glide flight from T/D. I have never been able to simulate that. Maybe with some more experience. Even during the take off from ENGM the pilot deployed flaps when taxing and started to speed up almost before the plane made final turn for the 19L RWY. Very efficient! (notice, it was a late flight with redused trafic at the airport) (2) When comparing results up against flightradar24.com I have never been able to make VNAV catch up with cruise altitude FL310 before T/D. Given cruise altitude seems to be most frequent on flights from ENGM - ENVA -ENGM. Although I have observed FL410 sometimes as well. Should I climb to cruise altitude by using level change button or should VNAV do the job? What do you think is most common during a real flight? Suggestions on reaching cruise altitude with VNAV are appreciated. Sincerelygura75

How can I add (in FMC) outer marker OM and inner marker IM waypoints along the ILS track? They are often referred to in airport charts.guro75

How come 10 000 ft seems so "magical". Fasten seatbelt sign comes off when passing 10 000 ft. You can switch on your electronic equipment like laptop, cd player etc. You can even startsurfing internet when crossing 10 000 ft. The same thing happens when descending and crossing 10 000 ft. You fasten your seatbelt, you turn off your electrical equipment. How come it is 10 000 ft.I presume the T/D starts much earlier. How come we do not fasten our seatbelt at T/D? gura75

Thanks for your answers guys. You were right. Ground speed and airspeed show different values...during my simulation: air speed 270kts ......ground speed: 0,8 Mach which is about 533 kts gura75

When simulating a 737 -800 PMDG flight I have noticed one strange thing comparing with real flights data given by flightradar24.com. When looking at data given by flightradar24.com it looks like 737-800s fly at much higher speeds at cruise altitudes.In PMDG the red warning dots indicating speed restrictions shows "danger" at about 280kts (PFD)....looking at 737-800s ( flightradar24.com) the cruise altitude speed is much higher ....about 400kts. How come I can not get these speeds in simulation.gura75

Hi Is an ILS approach more time consuming compared to a visual approach without using ILS? I believe an ILS approach is a more comfortable approach for passengers. Do ATCs appreciate visual approach when possible? Can pilots in command request ILS approach when needed... when practicing with a second piltot? gura75

Hi THX for good answers! gura75

Hi What does a white rising vertical line indicate in the PFD? Next to the altitude. Since it is white it must be some kind of soft warning. Picture of the PFD included as an attachhment in this question. gura75