Ramón Cutanda

I wish I would have never enjoyed my hundreds of hours using RC if that could have prevented your stolen happiness (and with your I mean all your family) all these past years. I wish you all the best.

Thanks soooooooooooooooooooooooooooooooooooooo much for this thread. I had read here and there about heavy planes needing to climb above 250 knots below 10,000 feet. And I knew it had something to do with safety... But never really figured out why and, because that never was a problem for me before, I didn't search much about it. But now the MD-11 was turning me crazy because I DID ENTERED a 250 knots climb restriction below 10.000 feet but the MD-11 ignored it over and over again and I was blaming myself for not programming the FMC correctly. I had follow the tutorial, read the FMS manual, check the forums... I'm using TOPCAT for my performance calculations, so I knew I was doing things "more or less" properly. I always take off within the weight limits, vertical speeds are OK... but the FMC always sets a climb speed of between 260 and 270 knots even though I manually set a 250/10000 limit. Now I now why MD-11 ignores that limit. It simply can't fly at that "low" speed with clean wings. I do all my cargo flights with a TOW well over 250,000 kilos (550,000 lbs), so that's the reason why MD-11 is always ignoring my climb restrictions. In my next flight I'll try a "lighter" take-off to check if the 250/10000 is then possible. By the way... I have to say that the reason why I'm so interested in complying with the 250/10000 limit is because I always use FSAirlines to record my flights and I get an overspeed penalty if I exceed that limit. Thanks so much all of you :-) Bests,

This post is what I call a lesson!!! I really did not expect so many, varied and helpful answers. THANKS SO MUCH!!!

OMG! Look like I still have a loooooooong way to go!!! I'll give my head a rest for today and take it back tomorrow Thanks!

OK... I hope not being a pest... I do appreciate your extremely useful replies, but I still have some more questions... (just trying to test your patience, hehe... ) 1) I guess it would be OK to use the S for the standard equipment instead specifying OLV individually (I wrote this before davidz reply. Thanks!). I'm aware that previous to 2012 the S would also include ADF, but 2012 flight plans only include VOR, ILS and VHF. What I'm not sure is where to place the "S" if in an alphabetical order, like this: BDFGLRSW/S or placing it in the first place, like this: SBDFGLRW/S 2) I haven't been able to find an equivalent to "B". That's it, LPV (APV+SBAS) in the flight plan format previous to 2012. If online networks are not using yet 2012 format, what should I file instead of that file? Once again...

BDFGILORVW/S That's what I was looking for... thanks! That would be for the 737 but... what about 747 and other PMDG planes? I was thinking of using the 747 in the first place. And that leaves me to another question... where in the documentation of PMDG or Boeing can I check if a certain plane is LPV equiped or not, for example? I mean, how could I check if the equipment BDFGILORVW/S is also suitable for a 747 or any other aircraft? WIth respect the equipments I use ADF, VOR, DME, ILS, IRS, VHF all the time, for example, so I DO KNOW they are there. But with respect the other codes I have no clue where to look in the documentaion either of PMDG or Boeing to check what are my aircrarft real equipment and capabilities. Maybe I'm so confused because I consider myself a newbie and I just want to learn too many things too fast. I do apologize if that's the case. Thanks so much for your patience and replies!

WOW!!! That was a quick reply!!! I've been flying Concorde-X for several months in a row. But now I'd like to spend some time in my PDMG 737NGX and 747. Based on REAL Concorde flight plans I knew that field 10 in ICAO flight plans was filled like this: CONC/H-SRWXY/C So I did not have to understand much the precise meaning of each letter. Concorde was a unique plane in every sense. So I was sure that there woudn't be any variation in the equipment code and I did not take the time to fully understand its meaning. Flying Concorde required a lot of learning already!!! What I need to know is the equivalent to the previous equipment code (SRWXY/C) with respect PMDG airplanes (737 and 747 in particular) I know that you can setup those planes with different instruments, so that's what I asking for the DEFAULT equipments of a clean install of those planes. Thanks so much for your prompt reply. Bests,

Hello! I've very recently started to fly online. But I simply can't figure out which are the right equipment codes for the planes I'm using. I've been reading old documents about flight plans before the 2012 changes. That was confusing, but I think I more or less got the gist of it. But now that I'm reading about the new plans and I'm simply overwhelmed. I've tried. I promise I've tried... But just cannot figure it out on my own which equipment codes I should use for my planes. Probably, one of the best resources I've found is this one: http://contentzone.eurocontrol.int/FPL/ But even after spending a reasonable amount of time reading and experimenting I still don't know which codes I sould use. I've also spent a couple of hours googling and, to my surprise, I have not been able to find any "common" o default equipment codes for the most popular airplanes. So here I am... begging for help... Supposing I'm using DEFAULT PMDG planes... which equipment codes should I use for my ICAO Flight planes? In particular, I'm interested in both 737NGX and 747, but I guess this thread could also be used to specify the codes of other PMDG airplanes. Again, I insist: DEFAULT PMDG planes so that we all can have a commons starting point. Thanks so much in advance. Kind regards,

Thanks for sharing!