manoliar

This is best valid answer you will ever find. Emmanuel Argiropoulos

I opened a ticket to PMDG and someone from the support team replied: "Hi Emmanuel Thanks for the information. I have passed it along to team to look into for any future updates to the NGX. " Emmanuel Argiropoulos

When you look for information about Vnav path and Vnav spd , keep in mind that many thinks changed since version 10.6 of FMC Now boeing has the "Common Vnav option". Have a look here it may help : http://documents.mx/education/b737-fmc-u106-changes.html Emmanuel Argiropoulos LGMT

Matthew I agree with you that it is "highly unusual for a pilot to not accept vectors". That is what I also said. I also agree with you that the most common reason to decline vectors and ask for SID/STAR is for training purposes. I also agree that you can file No SID/STAR/DP but nowhere says that you can decline vectors.(except for PRM ASR and PAR approaches which is not the case of our discussion) But.. The only rule that overcomes all others is the general rule of safety.(of course not in Vatsim :smile: ) As a pilot you have the responsibility to request an amendment to a clearance if it is unacceptable from a safety perspective. (This is good to be done ahead of time.) You can imagine a lot of scenarios that from a safety perspective you will ask for an SID and not vectors. If you explain it to the controller I am sure that he will understand. He will also think that if he refuses to do so and you have an accident he will also be in troubles. This can also be simulated in Vatsim. Emmanuel Argiropoulos LGMT

As in real life, you have the right to ask for an SID or a STAR and not accept vectors. If traffic flow permits the controller has no reason to deny that. But If he has a lot of traffic he may delay your departure or arrival (hold). You may also try smaller airports with no radar environment in the real life. If the Vatsim controllers want to simulate this accurately they must not give you vectors. In real life usually the pilot preferes vectors to expedite his arrival or departure. Less time means less fuel, less operating hours for the aircraft (lower maintenance cost) and for the crew and more money.

Dan thank you for your answer. I agree with your recommendation, but before submitting a bug I think that it is a good practice to hear some other opposite documented opinions (if there are any). Many times we think that something is a bug when it is not. So for the next few days the question remains. Is it a bug or not? Emmanuel Argiropoulos LGMT

Flying an IAN approach with 737NGX, (Integrated Approach Navigation) the scale ID annunciation indicates FMS. The Scale ID should be FMC not FMS. The possible scale ID annunciations are in FCOM 10.11.14 and there is not such an indication(FMS). The manual says: FMC - (IAN approach) Also here is a picture from Boeing: http://www.boeing.com/commercial/aeromagazine/aero_22/approach_fig3.html It is only a typical error in the implementation of 737ngx, (If I am right) which does not affect the operation of the aircraft but it would be nice to be corrected some time. I would appreciate a comment especially from PMDG support. Thank you for your attention. Emmanuel Argiropoulos LGMT

Some more info here: http://www.avsim.com/topic/493808-fatal-error-when-starting/ Emmanuel Argiropoulos

I had the same problem some days ago. I just uninstalled ASN and p3d started again. Emmanuel Argiropoulos

1. Don't confuse ground speed with any other speeds. I am sure you have seen seagulls in the air with TAS 20knots and Ground speed zero. 2. IAS is not exactly a speed. Its is more a pressure than a speed. 3. Mach is not exactly a speed. It is more a ratio than a speed. 4. TAS. At last. Yes it is a speed relative to the air not to the ground. 5. Mach , IAS when and why? You have to understand what crossover altitude is. When the aicraft climbs to the crossover altidute at a constant IAS , Mach increases. When the aicraft descents to the crossover altidute at a constant MACH the IAS increases. Some more details here: https://www.quora.com/What-is-a-crossover-altitude Emmanuel Argiropoulos

I have i7 6700k, ASUS Z170 Pro Gaming http://www.corsair.com/en/carbide-series-200r-compact-atx-case and http://www.corsair.com/en/hydro-series-h75-liquid-cpu-cooler I use this configuration for about 3 months. So far so good. Emmanuel Argiropoulos LGMT

How much do they pay to complete that survey dissertation? Emmanuel Argiropoulos

Problem solved Pressing ctrl+F11 (default) the window ASN weather request pops up. This windows has four options to select. Selecting one of the options pops up another window. That second window has the option "back" which leads to the first window. The first window has the option "close" which closes the window. But.. Flying the 737NGX the second window appeared small (height) and the last option "back" was not visible. So I used to close the window by right clicking on it and selecting close window. That caused the problem. Now I resize the window so that the last selection "back" is visible, I select "back" and from the first window i select close, which appears to be the normal procedure. Following the normal procedure the problem does not exist. So the question now is: Why in 737NGX the second window appear small ? I checked it with another p3d airplane and the window has normal size with all the options visible. Any way, now it is not a major problem and I can live with that.

I have the same problem. I changed the default CTRL+F11 to CTRL+12 but the problem remained. I noticed that it also pops up when I change VC views . p3d ver 3.3.5 + 737NGX +ASN SP5 Emmanuel Argiropoulos

(On the Ground) During Preflight Center tank fuel pump switches should be positioned ON only if the fuel quantity in the center tank exceeds 453kgs/1000 lbs. Before Take off Both center tank fuel pump switches must be OFF for takeoff if center tank fuel is less than 5000 pounds/2300 kilograms. Climb and Cruise If the center tank fuel pump switches were OFF for takeoff and the center tank contains more than 1000 pounds/500 kilograms, set both center tank fuel pump switches ON above 10,000 feet or after the pitch attitude has been reduced to begin acceleration to a climb speed of 250 knots or greater. During climb, set both center tank fuel pump switches OFF when center tank fuel quantity reaches approximately 1000 pounds/500 kilograms. When established in a level attitude at cruise, if the center tank contains more than 1000 pounds/500 kilograms and the center tank fuel pump switches are OFF, set the center tank fuel pump switches ON again. Set both center tank fuel pump switches OFF when center tank fuel quantity reaches approximately 1000 pounds/500 kilograms Descent Procedure Set both center tank fuel pump switches OFF when center tank fuel quantity reaches approximately 3000 pounds/1400 kilograms. (737NG NP FCOM Boeing Sept. 2007) You may also see the Airworthiness Directive: http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/0/e396832aaac7962486256c440048046e/$FILE/021952.pdf Some models have Automatic shutoff system and the procedures are different. Emmanuel Argiropoulos