ALF1

The course is good, but it lacks MUCH more training on the MCP and AFDS. I also thought that RNAV could be covered more thoroughly.

I do it Joe's way. But it is nice to have the input from both of you.

Thx for replies fellas, I will stick to FSX despite the shortcoming for now.

Hello Andrew, I am interested thanks for the tip. Speaking of RNAV for ASA, I have been having lots of fun with the RNAV RWY 14 approach into KSTS. Need Orbx NCA and the airport but it is so nice. I know your bird does not fly in there only the DH, but in the sim anything goes. Short runway, Orbx stuff 35% off right now till end December. Not advertising just a heads up.

It is darn hard or near impossible to get this bird going with only one engine running. Also, a slight difference in N1 between one engine and the other and there is quite a bit of pull to one side while taxiing. On long taxi runs I find myself adjusting N1 to within .1% in order to taxi straight. Is there a way to model this a little closer to reality ?

The most practical way is to always think of it as a tradeoff. Idle power on descent pitching the nose down will increase both your speed and rate of descent. Now on final, you already have about a 3-5 degree nose up attitude with a given airspeed and rate of descent. Adding a bit of power here will arrest the rate of descent> If you only pitch the nose down it will give you a bit of airspeed but will also increase the rate of descent. You have to play with both to get it right. Altitude for speed, that's the name of the game. You can't dive for the runway on final. You wont need power if you are carrying the extra speed, but when you level off you run a huge risk of SINK RATE !!

Thanks for clarifying that sir. I dream of making my own ngx ETOPS flight to Hawaii by the book and completely legal release. Still a ways away obviously.

Kyle, don´t ETOPS regulations require the airline to plan for fuel at the one engine decomp ?

What is the planned engine out fuel burn per hour at the lower altitude ? Can PFPX plan the fuel for this complex route and alternates ?

Don't forget the winds during descent !! if you do not adjust them in the FMC they will prevent the FMC from carrying out its plans. Sometimes during descent there is unaccounted for 50 kt tailwinds and they will eat terrain quickly for you. You can intervene the speed to 330 kias if need be or use LVL CHG (idle power descent) and set the speed in the MCP. Lastly, make sure that you are at idle power indeed. Controllers have to be well calibrated. Sometimes the throttles don't quite get you there.

Pete, are you loading FSX with one of the default aircraft like the cesna 172 or trike ultralight ? What about your scenery library, have you checked in there only what you are going to use before loading ? Nothing wrong with the software companies Pete, they've all done a wonderful product. After you find your culprit you will laugh.

I think of my controls as sort of a fly by wire that does not exist in the real airplane. I have a very nice GoFlight yoke that looks and feels like the real thing but I am amazed by the light touch movement and comparing it to the actual movement of the yoke in the virtual cockpit.

The OP mentioned OOMs, is this the real problem or do you have blue screens ? How much Ram do you have ? what operating system are you using ? PMDG aircraft use about 800,000 K, or about one fifth of the 4GB available for FSX if using 64 bit OS. The fact that only these aircraft are giving problems means that they are probably overfilling the glass of water. You see, there is nothing wrong with the PMDG aircraft at all. People blame aircraft, scenery etc., only because things "worked" before the newest addon. When in reality it is the sum of all the goodies that finally crashes the system. A little work on your computer is needed here for things to run fine, that is all.

Best thing to do is post a screenshot of the full panel when you have the alarm so we can check your configuration.

Could be the pressurization.

Beat me to it. Nothing wrong with the systems annunciations in the new airplane. Only when started from an old saved panel state.

By own experience and cleared by PMDG staff, I can tell you that this is the result of loading a previously saved flight with the old PMDG 738. Delete all those saved flights and start from scratch with the new airplane.

Proof of this increased difficulty in hand flying at high altitude is the RVSM requirements. In addition to special altimeters and air data computers, more precise flying autopilots are also on the minimum equipment list. Personally, I don´t think that I can hand fly as precise as the old autopilots, let alone the new ones.

Yes of course that the airplane is harder to trim and therefore harder to fly at the flight levels done by hand without an autopilot. The poster that pointed otherwise must be a flyer of some other kind.

Hello Denis, what altitude are you at having difficulty hand flying ? With good contros and practice you should be perfectly able to do it up to 10,000 ft and even higher. At the flight levels, it is very difficult because of thin air.

That would impose about a 12,000 foot penalty in altitude as far as performance correct ? Compared to what you had at -10, weight being rqual of course.

Here Vernon, this relates to your question about the thrust rating. Read the Civil Thrust Rating. I admit I was never clear on this issue when you initially brought up the question. https://en.m.wikipedia.org/wiki/Jet_engine_performance

Short answer and taking into account the thrust rating thing which could be at any altitude : YES Sea Level: ISA+10= 25C 10,000 ft: ISA+10=5C 30,000 ft: ISA+10= -35C

You got me going here with your "nitty gritty" and I found some good reading for you. Your question is not about performance as you explained, it is about an engine thrust rating for the ngx engines. http://www.b737.org.uk/assumedtemp.htm#Some_Facts_About_Assumed_Temperature_Thrust_Reduction I am not at my sim nor my FCOM only my mobile device and away, but I am sure you will get a lot of answers there. I will read it also. ISA+10 means 10 degrees celcius warmer than standard at any altitude dont try to make more of it. 10 degrees warmer is like a 5,000 ft altitude penalty on performance. High, Hot, and Humid....the three enemies on performance.

Ah ok, then that sounds like a thrust rating for that max altitude. I am not a jet expert. I have read that these engines are pretty much rated for max thrust at ISA+15 which is 30C at sea level. You would probably then be talking about a reduced thrust rating for max long range cruise. Translated into N1 fan speed...... I dont know good question, I would like to see that chart