gear_monkey

I love (not) how stuff like this gets said and then everyone is running around saying OCZ is a horrible SSD....a failure waiting to happen.....RUN AWAY! With firmware version 2.15 and higher there have been none of the mentioned problems. My 120gig Vertex 3 has been running flawlessly for some time now.

I kept every one of my original files from purchase. I had a hard-drive crash here recently and had to re-install everything from scratch. After getting FSX back up to speed, I installed PMDG from the original files I SAVED....and guess what? Code was expired so I had to pay the 5 bucks to get a new one. Now how did I not have consumer responsibility?? Clay

Thanks guys!

Hi all. Having issue with EZDOC ground camera shake. With tackir turned off everything works well and I can adjust the amount of camera shake no problem. If I start FSX with trackir enabled, EZDOC still works as far as camera angles and views, but the ground shake portion is disabled or inhibited somehow....all the settings are the same but no joy. Any ideas? Thanks!

ok..luckily I did burn the download files to disk when I first bought this add-on. I installed FSX from scratch, installed all PMDG files including updates (SP1C). When I input my original License Key it gives me an error and won't work.

As topic says, had a hard-drive go Tango Uniform and took the chance to upgrade to a 120 gig SSD. I plan on putting only Windows 7, DCS A-10C, and FSX w/ PMDG on the new drive. An old 200 gig HD will be the back up.The problem is the HD crash took my entire FSX setup, and the original activation email with it. I need advice on how to get a new copy of the PMDG 737-800 files that I bought.Thank you in advance!Clay

This program had been scrapped. All -300's are going to be phased out asap.

yikes! Thanks for pointing that out.Clay

Sorry, I did come off too strong.This is just what I do for a living and have spent the last 6 months working hand in hand with an airline who is seeking 180 minute ETOPS on all their 737's.

So, if parts are no different, then why would airlines spend months and millions of dollars to build up stores of ETOPS certified parts and implement a maintenance program, and train all mechanics that no non-ETOPS parts can be placed on a current ETOPS aircraft?You are wrong....ETOPS parts are different. They are held to a higher standard than non-ETOPS. A major part of obtaining ETOPS certification is identifying all "critical components" of your aircraft and then showing that those components will only be replace with ETOPS certified parts by ETOPS certified mechanics.ETOPS aren't "better" maintained than non-ETOPS, they are maintained very "differently"....thus the whole purpose of an ETOPS PDC or pre-departure check.

The airline that I work with turns center fuel pumps off when quantity reaches 1650 lbs or less or when Fuel Low Pressure lights illuminate. They do this to avoid nuisance warnings at critical phases of flight...like during take-off as a result of fuel slosh.Other airlines my differ I'm sure.As for the scavange pump, it operates when the left fuel tank quantity decreases below 50% and the left fwd electric fuel pump is on.

very much so...about an average of 100 lbs an hour. All ETOPS 737's must demonstrate they can still safely carry enough fuel to account for this. They also must do APU reliability checks at specific intervals to prove its operation if they use that aircraft on non-ETOPS routes. This usually means starting the APU at cruise after it has been cold soaked and then logged in the maintenance records.

15 years of actual airline flying here on several FMS equipped multi-engine jets. They all had the Canarsie and Breezy point climbs listed in the FMS.Even when I went to corporate flying these departures were available as flyable routes.As to reading pesky charts....well I'll just leave that alone as I know your comment had positive intentions.

ETOPS is extended range operations. Under the current rule, without ETOPS certification, no twin engine aircraft can fly beyond 60 minutes from a suitable airport.With ETOPS, you can fly up to 180 minutes or higher.All Boeing aircraft are ETOPS capable from delivery. It is up to the carrier to decide to seek this certification.ETOPS puts a much higher standard on all parts used on the aircraft from a maintenance standpoint. The carrier must implement an ETOPS maintenance program that has many levels of oversight and parts control. Non-ETOPS certified parts CANNOT be put on an ETOPS aircraft, for example.Also, any mechanic that does any service on an ETOPS certified aircraft must be ETOPS qualified otherwise the aircraft drops out of being able to fly on ETOPS routes.I have simplified this alot and only hit the highlights but hopefully you get the idea.From a pilot's perspective, there is no difference in a non-ETOPS vs an ETOPS capable aircraft.Just a side note, the 737 series ETOPS aircraft must run the APU throughout the entire flight to serve as an alternate source of generator. Obviously, to run an APU for an entire LAX-Hawaii flight would require above standard parts.

I'm scratching my head on this one. Trying to program the JFK1 departure Canarsie or Breezy point climbs out of JFK but they are not listed as options on the DEP/ARR page. I am using the latest Navigraph cycle.Am I missing the obvious here?Thanks.