Jia Qing Lew

They would do safety equipment checks such as checking the serviceability of fire extinguisher(s) in the cockpit, fire axe, escape ropes, oxygen masks and etc. They will also look at maintenance logs to see if there's any problems with regards to the airworthiness of the aircraft. If there's a ground power unit on the tarmac, they would use it to power the aircraft. Otherwise, the APU would be used. And one of the pilots will align the Inertial Reference Units (IRUs) to align the aircraft's position by entering the GPS position in the Initial Reference (INIT REF) page of the FMC. And the rest are the exterior walkaround inspection, systems integrity test, entering route into FMC, checking loadsheets and many more. -Jiaqing

Hi Jordan, Go to Menu>Setup>Aircraft>Equipment Within the Equipment page, go to between pages 8 to 11 to configure your EGPWS callouts. Regards, JQ All these can be accessed thru the FMC.

Hi Rory, Are you using ActiveSky or REX by chance? If so, there's a possibility of you entering wake turbulence left by the aircraft that had taken off the runway in front of you.

Less than 200 feet per minute (fpm) would be desirable. I personally do not know what are the max landing limits are for the 738 but landing with -820 fpm would certainly damage the landing gear and the aircraft. JQ

You could try checking the box to use application settings for anti-aliasing and anisotropic filtering.

NAV DATA OUT OF DATE means that your AIRAC database is expired. You can check with navigraph with the latest cycle being offered. JQ

Try selecting the highest setting in the global resolution textures within the FSX display. Regards and happy simming, JQ

Hi Ken, Go to the FMC Menu Select Options>Simulation Go to page 3/3 in the SImulation page Under F/O callout: V1 Select Off JQ

Rudder usage is dependent on the pilot and weather conditions. While turning the aircraft, one should apply rudder in the direction of the turn slightly so that the aircraft doesn't slip. As for the purpose of the yaw damper, it is like this: Yaw damper systems compensate for periodic yaw oscillations, commonly known as "dutch roll." If the aircraft is displaced in yaw from streamlined flight, it will turn about its vertical axis. This causes the one of the wings to expose to a slightly faster airspeed than the other, giving more lift to the "faster" wing. The retreating wing on the other hand "slows down" and thus losing lift. This causes, in addition to the yaw, a slight roll moment about the longitudinal axis of the aircraft. As the situation progresses whilst not corrected, enough of the vertical stabilizer (opposite side of the "faster" wing) is exposed to the wind to stop the yaw, and return the aircraft to neutral. As the aircraft returns to straight and level flight, inertia will cause the aircraft to overshoot and yaw to the other direction. The process then continues to the other side. This results in an periodic oscillations in the yawing motion of the aircraft liken to a ship that is bobbing up and down on sea waves albeit a different axis. Hence yaw dampers help to "dampen" out the yawing oscillations similar to the effect of adding dampers coupling with springs on suspensions of cars giving a smoother ride.