diego84

Hi, I saw this video some time ago, maybe it helps. ---------------------- Diego Dc

Maybe a stupid question butafter disappearing, does the PROG page show LAX at LSK 1L?

Hi,In the PMDG navdata all coordinates are represented by a fix (example "90W20" is -90.000000-120.000000). And you can enter those fixes in the FMC.So, your plan would be:DIPSO G595 ALLOC GORDO LHI B450 NF 25S74 20S79 15W77 GOBIN 05W70 00W66 05N61 10N56 15N51 19N45 22N40 25N36 28N30 FOOTS R578 FICKYYou can check this in the "wpnavfix.txt" file inside PMDG->NAVDATABye

Hi,First, remember that fsx navigation data is out of date. So, a few things could be different from the navdata pmdg has.When you enter a route, under "TO", you can enter any valid fix. But when entering under "VIA" the previous fix MUST be part of the airway you are entering. (Or a valid departure from the origin airport you are at)Example, from tutorial 1.The route is: CLN5P CLN UL620 REDFA REDFA1AAfter entering the runway and departure, you get this in the route pagevia ................... toCLN5P..............CLNNow you should enter UL620 under "via", and you can do that beacuse CLN is part of that airway.Then you getvia...........................toCLN5P.....................CLNUL620.......then.......-------Now you should enter under "to" a fix to complete that leg, and that fix must be also part of the airway.Hope you understand.

You can map a key to do that in the fmcPMDG SETUP->OPTIONS->KEY COMMANDS->AUTOFLIGHT->A/T DISENGAGE SWITCH

HiThose are coordinates, try this:DLHYQTJ481YKLHOLOACH5750N5740N5730N5720NSUNOTKESIXMIMKUUL10WALNUGRADid you check this page?http://es.flightaware.com/statistics/ifr-route/Bye

Naaaa, i missed the "make sure you click the <-> button to switch them both to the active"...

Hi,did you...?- set the ils freq on both nav radios- set the course on both mcp dials- arm VOR/LOC mode and let the autopilot capture the loc- once captured, arm APP mode- when the glide slope is captured the autopilot mode will display "SINGLE CH" and the speed dial switchs on- now you have to engage both autopilots (CMD A and CMD :( autoland won't engage unless both autopilots are on- ap mode will display "single ch" until about 1500 feet agl when the system performs a self test and engages LAND 3 moderunway lenght and elevation are used by the hgs and do not affect autopilotalso you should be at the correct altitude in order to capture the glide slope, if you are too high (above the glide slope) it's not possible to capture it.Which MCP are you using? Collins or honeywell?If you did all this and still have issues then i don't know what's happening.

Press and hold "MENU" for a few seconds to turn on the FMC.Bye.

Do you remember the Etihad A340 Accident?http://airlineworld.wordpress.com/2007/11/16/etihad-airbus-slams-into-wall-while-engine-testing/

Check this post made by a real world pitot.http://forum.avsim.net/topic/347021-comparisons-to-rl/page__p__2094286__hl__realistic__fromsearch__1#entry2094286There he talks about the panel state when the crew gets to the airplane.Bye.

I've just read that the apu burns more fuel when operating a single pack than both of them.Thanks for the answers.

Thanks Andrea! I didn't know the engine bleeds valves where inhibited by the starter. I read about it in the fcom but missed that. So why the preflight normal procedure says the valve should be open? Is it because you can run both packs with apu bleed that way?Bye.

Isol valve isolates leff and right bleed air ducts. You could start engine 2 with the valve open and then close it before starting engine 1, but that's not the normal procedure.

Hi Andrea, could you explain a bit more about limiting the dual bleed condition?Engine bleeds are left ON to reduce workload and prevent possible errors.But what about isol valve? Wouldn't it be better to close it after engine 2 start? Could it be on AUTO during the whole start sequence?Thank you.

Thanks. I get it now!Only one more question.Do you always calculate reserve fuel using the alternate diversion route from your destination to your alternate?What happens if before reaching you primary, somehow you reach your reserves value and alternate airport is farther than primary? what should you do? Declare an emergency and land at the nearest suitable airport?

What I wanted to ask...If your reserves are 3.000, is it right to arrive at your primary destination with less than 4.000 pounds of fuel, or you should always have more than 4.000 to avoid the "low fuel" warning?thanks

If you change the extension ".EXE" to ".exe" it works:https://s3.amazonaws.com/PMDG_Downloads/file_library/misc/FuelPlanner737NG.exe

The fuel low warning comes up when there's less than 2.000 pounds in a main tank. So if your reserves are 3.000, you will get a low fuel warning by the time you arrive. Would that be ok??

Question...If the trip if very short, should you always plan to land with more than 2.000lbs in each main tank to avoid a "fuel warning" or it's aceptable in this case?

Hello!I'm new here and I must say that the NGX is awesome, I'm very happy with it!I would like to ask a question about ILS approaches.The flight crew training manual says:When maneuvering to intercept the localizer, decelerate and extend flaps to 5. Attempt to be at flaps 5 and flaps 5 maneuvering speed before localizer capture.When the glide slope pointer begins to move (glide slope alive), extend the landing gear, select flaps 15, and decrease the speed to flaps 15 speed.But what happens when you are doing a "straight in approach", and you start descending at maybe 30NM from the runway following the ILS chart altitude restrictions?How do you loose airspeed while descending? Using spoilers? or being at a slower speed before starting the final descend?At what distance you should...capture the localizer and extend flaps to 5?extend landing gear and flaps 15?intercept glide slope and extend landing flaps?Thank You!