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.

Typically, at least 3 things need to be certified capable before you can conduct Autoland ops - the pilots, the runway and the airplane. So - Make sure you know what to do and what to expect by reading the Intro, FCT and FCO manuals that came with the NGX. Also search YouTube. - Make sure you are tuned to the right ILS frequency and that the runway is CATIII capable. - Make sure the airplane autopilot is Fail - Operational.

Static wick dischargers and all! Wow wow wow! What of the brake wear indicators? really good job PMDG! We're entering the era where a walk around can be conducted, indicating how far you guys have brought us!

Hi Vernon. Are the NNC's for engine failure/fire/severe damage/seperation different in your QRH? In the one I'm using, they all point to NNC 8.2. So it "doesn't matter" what scenario has happened, you'd end up using the same procedure. As to engine vibrations, I had this on a recent flight in cruise. The compacted engine display came into view with a box around the parameters and the out of range engine vibration flashed in reverse video and eventually stopped flashing. So it definitely works.

Experienced! Great to have your kind around Matt. I'd always wondered when you'd use CWS operationally (apart from when situation dictates of course).

Welcome Tony. What was the wind speed and velocity on your approach? I seem to remember two independent real world pilots for two seperate airlines rated on the 737NG saying that the NGX seems to be more 'slippery' than its real world counterpart. That's more a simulator thing and not the NGX's fault I think but that is besides the point as from my experience you can easily meet height and speed restrictions with proper descent planning and careful manipulation of the different modes of autopilot/FMC. I'm confident you will eventually be able to manage energy throughout the descent with more practice. I suggest becoming familiar with VNAV, LVL CHG and VERT SPEED. YouTube, an AVSIM search and Google are also good sources for information on descent management techniques. PS I guess some pilots accept the speed increase that comes with a 2000+ sink rate with the forward view of having a 'level segment' or similar planned somewhere along the way where they can throw the Speedbrakes up and bleed the speed off. That would be one of many techniques that could've been in use on the flight you're referencing in your first post.

Hello Hubert! Welcome back. LAST POS co-ordinates (Can't be modified) - it is self explanatory. It is the last co-ordinate position the system remembers being at. It will always be there. REF AIRPORT co-ordinates (Can't be modified) - These are the airport co-ordinates for the 4 letter ICAO airport code that you enter (you've entered LSZH). These co-ordinates will only show if you enter the 4 letter code. You cannot modify these co-ordinates unless you modify the Navigation Database. You cannot do that on the NGX or the real aircraft. ------------------------------ Here https://youtu.be/1xZTIyEJ7iI is a video of me aligning the IRU's using the Supplementary Procedure - IRS Entries - Present Position Entry (SP11.3) found in the FCOMv1, starting at the bottom of page 233. I chose LSZH gate A44. I have fast IRS alignment enabled in my NGX. In real life, the IRS would take a longer time to align. Here https://youtu.be/d16sMILBw08 is another video, with brief explanations by another person who also aligned the IRU's using the alternate procedure. ------------------------------- You got the IRS POS/ORIGIN DISAGREE message in the scratchpad of the CDU because the co-ordinates you entered are very different to the others. Hope that helps you.

Im going to be annoying to you Joe and say that some operators do the quick align so long as post flight IRS position drift and residual ground speed are in limits. Hubert, if I took off from airport A, then landed at airport B (say, for landing practice), then took off from airport B without shutting the engines down to go to airport C, then, I would not re-align the IRS's - assuming everything is working ok. I would quickly check irs position drift and residual ground speed before taking off from airport B if I were worried. With GPS and radio FMC position updating available, IRS position drift and residual speed checks should be in the 'OK' range.

I think it's in volume 1 (FCOMv1). The document is usually one whole document but some, like PMDG, split it into two volumes. Volume 1 contains the procedures for airplane operation, and volume 2 has the systems description and operation.

Read the Flight Crew Operations Manual (FCOM), Supplementary Procedures - IRS Entries 11.4 (SP 11.4).

Thanks Kevin. Dan, sorry if insult was caused. I didn't know you had extensive experience with this stuff, in a refinery no less!