Continental737

Only do this if you are flying an approach to an MDA and using VNAV coupled to your autopilot to controll your descent rate to the MDA. adding 50 ft to the MDA will give you a DDA (derived decision altitude). If you are using V/S to descend just use the published MDA. Since the 737 has VNAV and IAN (if you select it) you can for example, fly a VOR approach with the autopilot tracking the VOR for lateral guidance and VNAV controlling you vertical guidance. In this setup it would be appropriate to use a DDA (MDA+50).

in FCOM 1 there is a Supplemental Procedures Section within Supplemental Procedures there is a section titled Adverse Weather. Within the Adverse Weather section there is a sub section Cold Weather Operations.

In order to cool and pressurize the cabin turbine engines take air from the compressor called bleed air. If the bleeds or packs are off this air is not bleed from the engine allowing for the engine to generate more thrust therefore, the takeoff weight can be increased.

The RNAV 8 into KMCD only has LP (Localizer Performance) MDA minimums published. In order to recieve a glide path with a WAAS approach there needs to be LPV (Localizer Performance with Vertical Guidance) DA minimums published.

The better questions is why are you trying to take an MD-11 into SNA. :rolleyes:

These two guides from the PFPX forum also provide a lot of good information http://forum.aerosoft.com/index.php?/topic/73453-pfpx-etops-pmdg777-a-short-guide-p1/ http://forum.aerosoft.com/index.php?/topic/73486-pfpx-etops-pmdg777-part-2-flightde

Currently in the factory in Toulouse, since there is no complex A320 on the market yet.

PFPX

Only some ATC facilities support PDC. If they do support PDC they will send it via private text via the vatsim client you are using.

EWR's GLS has a DH of 200 and a minimum visibility of 2400ft RVR. The ILS though, allows you to land with 1800ft RVR.

But that does not necessarily mean if an operator has both 777s and 787s that pilots will fly both types. At United for example they operate the 777 and 787 as separate fleets, so a 787 pilot cannot fly a 777 even though they have a 777 type and 787 differences training.

What addons are you using is your screenshots around Rio?

DME arcs in an airliner can be flown two ways. First, the DME arc can be coded in the FMC data base if it is part of a published instrument approach procedure. Then the crew just uses LNAV and follows the ARC which was loaded from the data base. Second you can creat your own unpublished DME arc by using the format ABC010/10 and insert it into the legs page to create your own arc. ABC being the reference VOR, and 010/10 being the radial and distance. For example if I wanted to start a 10 DME arc from the LAX VOR on the 040 radial and exit on the 090 radial I would enter LAX040/10, LAX050/10, LAX060/10...LAX090/10 in the FMC, then use LNAV to fly the arc.

In my opinion it is still the best 767 on the market for FSX.

Check out this post showing how much each passenger weighs. http://forum.avsim.net/topic/420027-pmdg-boeing-777200lr-weights/