Continental737

Navgraph provides FMS database updates http://www.navigraph.com/FmsDataDownload.aspx. Not free unfortunately.

TOPCAT add an additional level of realism to your flights. TOPCAT primary function is to do takeoff landing performance. With the click of button it will calculate the optimal takeoff solution for a runway factoring by optimizing flap setting and engine thrust, although this might not be necessary for FS real companies do this in order to achieve the most efficient operations. It will also adjust the max takeoff weight for the most limiting constraint ie, structural, climb limits or landing limits to name a few. It will also calculate required landing distance and max allowable landing weight. Although not available for the 777X, I would have to say its an essential flight planning addon especially when paired with PFPX. I would even say I limit myself to only flying aircraft which are included in TOPCAT.

United does.

In the flight manual I use they have set a limitation of 15 kts for there 737 which are all equipped with fail passive autopilot. Also, they limit the autoland to max headwind of 25kts or a max tailwind of 10kts.

That what happens when lawyers write Federal Aviation Regulations. I don't relay know a good place to that puts them into major key point but, here are the basics Part 91: General aviation, this can apply to a for anything from C172 to a B737 if the aircraft is not used not used to transport paying passengers. Compared to Part 121 or 135 pilots can do basically anything they want, minimum regulatory restriction. Part 135: On demand charter or non-scheduled. This allows an operator to advertise and charge passengers for charter services. Part 135 aircraft typically have 30 seats or less. Pilots operating under Part 135 are subject to a lot more restriction as compared to Part 91, for example duty time restrictions. Part 121: Scheduled air carriers. United Airlines for example. Rules are similar to Part 135 but more restrictions. I hope this helps.

Ok... But is there a way to eliminate airports with runways shorter than 7000ft for example, like I can on the MD-11X.

On previous PMDG aircraft like the MD-11 and 744 there was an option to filter airports from the ND and database based runway length. Is there a feature like this on the NGX? My ND sometimes gets cluttered with airports I relay would not consider to flying a 737 into. Thanks.

Here is a quick guide to to use during ETOPS operations. The procedures are based on the 777 with GPS and operated under FAR part 121. Prior to departure: - Make sure you have the NAT, PACOTS, AUSOTS message if necessary .Prior to ETOPS Entry: - Obtain oceanic clearance and confirm it with your MFP - adjust step climb (1000 for NATs for instance) ​- perform and log RVSM Altimeter and compass check - perform SELCAL check En-route ETOPS: - adjust MACH to meet cleared speed - maintain optimal altitude - Set transponder to 2000 or appropriate code - configure ALTN page - implement SLOP (as necessary) Approaching a waypoint (30nm prior): - Confirm LNAV/VNAV - Verify Next waypoint course, distance, and time on MFP agree with FMC - preform an RVSM altimeter chenck and verify assigned altitude - Check Engine Oil Temp, Press, Qty At waypoint: - Confirm aircraft turns to correct outbound course After waypoint passage: - Transmit ATC POS report - log waypont ATA and FUEL on the MFP - 10 minutes after passing waypoint verify aircraft on magenta line in 10nm scale on MD and XTK error reads 0.0 - Monitor next waypont ETA (advise ATC if ETA changes +/- 3 min) ETOPS Exit: - remove SLOP (if necessary) - confirm domestic routing

At the company I worked for the ECL completely replaced the paper QRH but, they still kept a paper copy of the normal checklist on the flight deck. If for some reason the ECL was not available the crews had to use the flight manual to accomplish non-normal procedures.

You can reference the PMDG NGX FCOM page 11.31.15 for a list of the different waypoint formats

What are you using to compute takeoff performance values? I know TOPCAT does not have a 777 profile.

Technical the 777 only has 2 Flight Management Computers (FMCs). The CDU (control display unit) which is what I think you are referring to, are what the pilots input information into.

We can pray the once finished with PFPX they will make a TOPCAT 777 profile.

I like to do them along with lots of other non-normals every couple of weeks in the NGX. A sort of recurrent training, if you will.

MJC Q400

The Grand Canyon looks way to green IMHO.

Disregard

The 3:1 rule is pretty simple. If you are at FL350 and need to cross ABC VOR at 15000, all you need to do is 35-15=20 20 X 3 = 60 nm is required to descend on a 3 degree slope. So the T/D indication should be around 60 nm from ABC VOR. Keep in mind that a normally the VNAV Path calculates the descent at a steeper angle so it will not be exactly 60nm. The FMC will also a just the T/D for wind if you enter it on the DES page. It is more of an approximation in order to validate the FMC calculation.

I would never trust the FMC 100%. I always back it up with the 3:1 rule to make sure that FMC calculated T/D is in the ballpark of where it should be.

Just out of curiosity, how realistically do you plan to simulate Frontier's operations?

My vote is for AS2012. Only weather engine I use.

Here is the Non-normal procedure from my 777-200 Flight Manual.