Houghton11

Great shots! Make it even more historical with a classic 737-200 flight from YYC to Edmonton City Centre!

The WJA gang around my parts were pretty choked when the eye-brow Windows got removed - made those circling procedures into CYLW a breeze. Yay RNP!

And once ya get that handle pushed back in just defer the bottle - better yet - get the off-base engineer to swap it with the APU bottle and just defer the APU fire protection. PMDG should really include a MEL with their docs!

You'd need to go into the maintenance pages on the fmc. You get all the data you want down there. (*not simulated* :( )

Alas, that's true .

The real aircraft doesn't have VNAV actually - Curious to why QW included it. From the AMM: Having experience with both aircraft in the real-world, I would vouch for the Majestic over the QW 146/RJ if you are absolutely set on getting only one. It's a pity the QW 146/RJ is a little systems light - but still good fun, Both are really excellent...and I would just get both!

There's no such thing as the Boeing 'original'. The MMEL (Master MEL) approved and published by the FAA (or other certifying authority) is produced in conjunction with the aircraft manufacture. After that each operator utilizes the MMEL to produce a MEL applicable to themselves and equipment...then that gets approved by the authority once again. ...and once again have to emphasize the difference between (M) and (M#). (M) may be a 'maintenance action' but it's something accomplished by flight crews. Only (M#) actions require a maintenance release.

I'm pretty sure default FSX airport vehicles will show up as traffic.

I'm fairly certain there's a host of Sunwing liveries out there already for the NGX. Check the file library!

This is a known issue with Saitek pedals. I've posted it before (can't find it), but this is the solution. Courtesy of the DCS forums http://forums.eagle.ru/showpost.php?p=1398682&postcount=27

I imagine the way the HUD has been collimated in the NGX would wreak havoc with the Oculus as well.

The 100ish seat market is so crowded nowadays with newish Embraers, C-Series, numerous Asian projects...it'll be tough to see this project following through.

You need to use the activation code that was supplied to you via email, or through the PMDG website. This is different than the order number For some reason in the past I never received PMDG's activation email when I purchased the NGX, but one is always able to retrieve the activation code from the PMDG website. Go to PMDG's website and select login in the top right-hand corner. Enter the appropriate information. If you had registered when you purchased then use the left fields, otherwise, enter your info in the right one. You will see this page, select previous orders A list of orders (or only one, depending on what you have purchased) will now be displayed. Select the appropriate 'More' pull-down menu next to the appropriate order. Select 'Order Details' Scroll down to the bottom of the page, and your download link, and activation code will be displayed. This activation code is what one utilizes to activate the product. You may copy (Cntrl-C) the activation code. When prompted in Flight Simulator for a code, paste the code and activate the product. Viola!

Pretty much any regulatory authority's website will have MMEL's for a barrage of aircraft types: Transport Canada : http://wwwapps2.tc.gc.ca/Saf-Sec-Sur/2/MEL-LEM/m_e_l_s.aspx?lang=eng FAA: http://fsims.faa.gov/PICResults.aspx?mode=Publication&doctype=MMEL EASA: https://easa.europa.eu/document-library/master-minimum-equipment-lists MEL's are operator specific, but the MMEL is the basis for these documents. The MMEL occasionally has even more information then a specific MEL, as the MMEL may include multiple options and variants in one document.

Those bloody Tays! Man are they loud. Once heard (more like felt) one compressor stall during some engine running/adjustments from across the field. I thought the flipping hangar roof was going to fall down.

Totally unnecessary dump of useless knowledge incoming. Hopefully just answers all the questions. Good discussion though regarding engines and trimming etc etc. The EEC does send information to the Display Electronics Unit (and conversely, the FMC) about engine thrust rating (22,000 lbs) vs 24 vs whatever. It's not talking specially to the ID plug. The engine's going to produce given amount of thrust. The FMC knows (for example) to 22,000 lbs equals 95.6% N1 in this environment (all the Air Data). The EEC uses fan trim balance to adjust the engine fan speed for engine variations. After engine assembly, engine tests are done to make sure it meets engine performance requirements. One of these tests is to measure engine thrust and fan speed. To make sure all engines have the same takeoff and early climb thrust for the same indicated N1 speed, the fan trim is used to adjust indicated and commanded N1 speeds. This adjustment is only used to decrease the commanded N1 speed and increase the indicated N1 speed (think about it - it makes sense). There are eight N1 fan trim levels. These levels 0 through 7 with 0 as no trim and 7 the maximum trim of 2.36 percent. The N1 trim level for the engine is stored in the engine identification plug. I'm pretty sure the ID plug (or Characterization Plug as some call it) is not some fancy silicon chip or anything, but through the aviation grape-vine I hear it's just a bunch of small resistors laid out in a specific way and certain resistance. I'm not sure though - the guidance of the ID plug that I have access to is pretty broad. It doesn't 'store' massive amounts of information, but just engine type, thrust rating, N1 trim, combustor configuration, and if it's an 'on condition' engine. There's no unique maximum RPMs or fancy variables.

No problem boss!

I think he's just really technically interested in the aircraft. Good on him. The only thing is lots of people believe flying airplanes (big and small) is some sort of NASA-esque super-procedural-based exercise. It's really a much more fluid and 'brains-on' (<- my term for using your brain) then people think. I suspect this is where simmers get a little caught up some times about little things like starter-duty cycles as such. As for starter failures on Boeings? I've seen it a couple times. Seen the manual override done twice - once as a passenger, once another airlines' maintenance running.

http://www.mediafire.com/download/0mau96lx5u7cx19/Ahmed+Ayman+EgyptAir.rar?ssl=on Found this after a quick google search. It is a random thing on mediafire though - so download/extract at your own risk. Looks to be about the right size, and the author appears to have a preview video on youtube.

I remember this issue ages ago with the really early versions of the NGX... It's been ages since I noticed it...are you sure you're all updated up-to-snuff?

For some real starting fun wait till ya do a manual override of the engine start valve

Kevin's advice is correct, but in the NG's the APU is constructed a little different than the older style APUs we've been used to. The pneumatic air is actually supplied from a separate compressor that is driven within the APU. Loading of the compressor is controlled with IGVs via the FADEC. This makes for a very efficient and less temperature critical APU than those which tap the bleed air prior to combustion. As a consequence, the NGs APU is much less susceptible to EGT spikes and temping out with both electrical and pneumatic power in use. The only occasion one would utilize external AC with bleed only from the APU is if you required galley equipment running - warming up meals or something along those lines. Notice how there us no EGT limit markings on the gauge? In theory, the FADEC will never let the APU temp out and auto-shutdown. It'll just keep unloading that compressor. Really, you don't even need the gauge. The APU is very capable and when running both packs it's not even close to the full flow & pressure it's capable of producing. During engine starts the APU ramps up pneumatic pressure and flow right up to 40 psi and some obscene flow . This APU will have no problem providing electrical power and pneumatic air in the most demanding of conditions.

No. You need access to the keypad to really perform an operational check of the system.

I guess you could. The normal power source of the AC standby bus is the AC transfer bus number 1 anyways. You're not really checking much with normal AC applied on the aircraft. The electrical metering panel can tell ya if the standby inverter is working correctly.

It'll top up to 3000 psi once the engine driven pumps are operating.