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Everything posted by Continental737
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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).
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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.
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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.
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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.
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STAR's for KSNA missing in MD-11
Continental737 replied to cloudswimmer's topic in PMDG MD-11 (Legacy Version)
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
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Currently in the factory in Toulouse, since there is no complex A320 on the market yet.
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PDC Clearances?
Continental737 replied to arnobg's topic in The VATSIM | vPilot | FSInn Unofficial Support Forum
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.
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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.
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FIFA World cup 2014 FSX RIO T7 EK in shots
Continental737 replied to pilot83's topic in The AVSIM Screen Shots Forum
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.
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Are you still flying Level D 767?
Continental737 replied to davjg's topic in The Level D 767 | Wilco PIC 767 Forum
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/
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CFM Engines systems information?
Continental737 replied to rfresh737's topic in PMDG 737NGX | 737NGXu
Chapter 7 (7.20) in the Boeing FCOM covers the Engines and APU. It does not relay explain the theory behind a turbine engine if that's what you are looking for but, it explains the various systems and sub systems of the CFM-56. -
Not up to date but here is a link to KJFK Jeppesen charts. Gates are on 20-9B and 20-9D. http://www.fly-sea.com/charts/KJFK.pdf
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The 737 autopilot cannot be engaged if pressure is being placed on the control column. Make sure the controls are neutral and the aircraft is trimmed out before trying to engage CMD.
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It did not specifically mentioned it in the change log but, does it now have missed approaches when you input an approach?
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Stupid Mistake; What would be the Real-World consequences?
Continental737 replied to dho112's topic in PMDG 737NGX | 737NGXu
Probable not, US pilots have made much larger mistakes and kept there jobs. -
Trouble with the FMC Flight Planning
Continental737 replied to andrew89898's topic in PMDG 737NGX | 737NGXu
The BIG initial approach transition shows up in my FMC. -
Fuel consumption (PFPX vs PMDG 747)
Continental737 replied to vlaskashirin's topic in PMDG 747-400 (Legacy Versions)
I have also found that for the fuel to match up you need a BIAS of around 110%. -
With the removal of the -500 series over the summer United has been slowly changing from the EFIS/MAP to PFD/ND setup, they issued a bulletin to there pilots in January about the change. All new 737s which arrive are now equipped with the PFD/ND.
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P3Dv2+Global+Vector in Vancouver BC
Continental737 replied to cvearl's topic in MS FSX | FSX-SE Forum
In that first screen shot Global Vector seems to make the city loose a lot of autogen. -
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