Copper.

I wish people spent more time practicing flying procedurally correct than worrying about pit dimensions etc. Some of the crap you see on YouTube! Read the manuals, learn the normal and non-normal procedures/maneuvers, memory items in the QRH, system manuals etc and fly the ngx to real world procedures. Before long, 737NG v3 will arrive; but in the meantime; you have a "as real as it gets" sim software... And take it from someone who spends hours on the 737 each work day.... It is "as real as it gets"... Moral of the story - learn to fly the ngx as Boeing intended, and stop worrying about the trivial nonsense.

User Preffered Routes - as Tobias has already kindly informed.

Our pilot's have been using it (iPad OPT) for a while now, as has practically every other airline around the world. OPT can be loaded onto any EFB (toughbook, iPad, aircraft mounted EFB). It really isn't amazing stuff, from a simming perspective. You'd really only use it for v speed calculation, not much more than that. The inbuilt NGx FMC computation more than adequately handles this. From a airline perspective, I guess it's a huge leap in efficiency. Although it costs lots of $, I would say the spend is worth it... improved safety, so long as good data is entered. What we simmers need is an OPT-like app for both iPad and Desktop. TOPCAT is an effective OPT - So all we need is an iPad version. A TOPCAT OPT to go with Navigraph's iPad Lido chart's would meet a simmer's needs easily.

Different checklist. Most airlines use the manufacturer (Boeing) formatted checklists. Most, not all. They're in the QRH you got with the ngx.

the remaining checklists (Before t/o, after t/o, descent, approach and landing) are on the control column for the airline checklist mwa05 pasted. Just so everyone knows, the checklist pasted is effectively the normal checklists normally found in the qrh that came with the ngx. Just double side print those.

Kevin, Yes, there is a baseline data set for each aircraft type, and the baseline data set is based on one, individual tail, but for $ you can customise to an elected tail. You can also pay $ to have the various 'options' data sets made available to you. This post practically says it all!

I wrote that as a young nephew of mine was playing with a toy truck using those words in it's song. A little too cheesy, but the point got across.

The inflight shutdown case compared to the fifth pod case are different. The difference is the fifth pod case is pre planned to cause minimal wear, and no damage as a result of it being slugged to the wing. That means adding all the hoo haa that you see (deflectors etc), and also removing the ting tang that you don't see (fan blades etc). An engine IFSD obviously doesn't have all the ting tang removed or the hoo haa attached. Additional wear from this non-normal config would HAVE to be accepted as their is little choice. Unlike the fifth pod case, where you can act proactively to prevent additional wear or damage.

you learn something every day! Thanks for the lesson.

or Trent 900's lol.

When Qantas retire its remaining 744RR fleet, that'll be it... No more <external> Spare Engine Carriage assuming no one else buys/utilises the option. Cue PMDG 744v2. I think its good that we will get the chance to know more about a rarely utilised option. I've re-installed 744v1 and am in practice mode, preparing, and looking forward to a more refined product in v2. I am going to stretch it v2 as much as I have the NGx!

Since you're here to nit pick... I don't remember saying fail op is required for autoland. My airline have fail passive but still conduct autoland ops to CAT II minima when required, what I did say was that HGS buys lower minima FOR OTHER APPROACH TYPES... or did you choose to ignore that?! The '3 things' statement was proffered generally, the following three suggestions were case specific.

All true. However - OP is trying for CAT III, *usually* a fail-op capable aircraft, - OP is using the HGS (usually buys lower minima for other approach types) - Second a/p engagement is down to SOP. A company manual might have a 'engage before xxxxft'. I guess the OP has figured out his problem or is working through the manuals? I wonder how he's going...

Here is short video of how it sort of should be done. I've been far away from the keyboard over the festive season, so I might have frayed a bit, procedurally. But I managed to achieve the desired result... a Fail Operational Autoland. I would have added the link to my comment above, but I am unable to edit it :( https://youtu.be/ElqQU_-lhDw

Sounds like the second autopilot isn't engaging. -Do it all again with one autopilot. -Wait until you have VOR/LOC and G/S annunciated on the FMA and you are descending to the runway, then, -at 2000ft HAT, hit the second autopilot. -at 1200ft HAT, make sure ROLLOUT and FLARE is armed (below G/S in white writing) - at 1000ft HAT, make sure VOR/LOC, G/S and LAND 3 are annunciated. Report results here.