rgamurot

I too am having trouble getting the automated response. I would like to think I've sent the request properly but it's entirely possible that I botched something up. I've sent an email to you as well.

With the NGX (and the 777) it's almost always 'noisy' pedel hardware. You can test this by disconnecting your pedels during a landing and see if this still happens. Also, if you have the parking brake kicking off at the gate a lot; even with the lightest touch to the pedels, it's probably your hardware.

Yes, this is exactly what happens in the real world. Remember, this isn't the NGX or the MD11 (which also required a fire system test and operational monitoring). The 777 has a number of built in safeguards for the APU start.

This is correct behaviour. It's supposed to only show when the air page is selected or if the landing altitude isn't set yet among about 12 other abnormal situations (which is why it shows during the preflight until you enter the flight plan). Page 2.10.14 in Vol. 2 of the FCOM has the full list of situations this information will appear.

If you mean the morse identifier, check the audio panel that you didn't accidentally hit NAV1 or 2 to on.

Been using PFPX with the 777 and it's working brilliantly.

As some people have mentioned above, you are not doing what you are supposed to be doing; flying the airplane. You need to either pitch up or power back to maintain speed. Otherwise, you could switch the autopilot back on and have that fly the plane but if it's visual, I'd fly manually. In the real thing, the throttles have servos that physically move them. When you hit the TOGA switches, you just rest your hands on them as they move forward just in case you suddenly have to take back manual control for whatever reason. On your set up, if you hit TOGA and don't move the levers, you should see the engines spool up anyway. If not, there might be a hardware issue (like noisy units overriding the computer) but there nothing wrong with backing it up with pushing the levers forward. The 737 is different from the 747, MD11, and the 777 in that when you hit the disconnect switch on the throttle, it shuts the autothrottle off and you have to flip the master back on. In the above mentioned heavy aircraft, it simply kicks the system to a stand by mode ready to reactivate when you command a thrust mode. What I understand some operators do (which is easier in the real plane or if you have the hardware on your system) is they press the speed hold button (assuming its on) on the MCP. This effectivly removes all thrust modes from the autothrottle and gives you manual control. When you hit TOGA after that, the autothrottle will automatically come back.

First to answer your question, Land 3 is only available with the collins A/P with Fail Operational capability. Ensure that you have both LOC and G/S displayed (armed or active in the FMA's work) along with both Autopilots on. Keep in mind the second autopilot has to be manually enabled. Second, I think you're confused about the manuals. The manuals are NOT for the PMDG NGX. They are for the Boeing 737-600 to -900 series of aircraft. These are nearly identical to the manuals used by the real pilots of these aircraft. The only difference is that their manuals are customized to their specific setup. Since you can customize your NGX, PMDG elected to include all the information on all of the aircraft in that product range. As with all actual manuals, the information you want is in there, you just have to know where to look. Your question is about the Autopilot system. Look in the autopilot section (Chapter 4 incase you don't have the printed version) of the FCOM Vol. 2. I know it's tricky. You have to ask yourself are you trying to do something or trying to see how something works?

I know the 777 is a fly by wire aircraft but if the entire electrical system were to fail, the manual says there are mechanical linkages to enable the pilots to maintain straight and level until the electrical system can be restarted. My question is, if the only way to fly the aircraft was by the mechanical links due to some sort of catistrophic failure could one still land? I'm sure if anything it would be sloppy but at least make it safely?

THAT WOULD BE AWSOME!!! Could you imagine PMDG ringtones? As if my girlfriend didn't think I was enough of a geek already! I can see it now, I'm flying with a new student and I have the MD11 "ENGINE ONE, FIRE" alarm going off because she's trying to call me. As for the original topic, I think it would actually be good for those of us who fly for Virtual Airlines. Mine requires me to click a button on the webpage at least every 40 minutes or else I loose what we call the flight declaration. If we could customize the timers that would be great for those long hauls with my VA.

Okay, remember you're talking about someone who went through and actually spent weeks tuning the sounds on the NGX so the pitch was just right. I wasn't even that picky tuning when I played French Horn. I just pulled the slide to where I figured was a good spot and hoped for the best during the concert.

5240N would work perfectly fine for lat/long points NAT or not. Have a look at FCOM11.31.15 Basically; Nxx* W0xx* = xxxxN Nxx* W1xx* = xxNxx Nxx* E0xx* = xxxxE Nxx* E1xx* = xxExx Sxx* W0xx* = xxxxW Sxx* W1xx* = xxWxx Sxx* E0xx* = xxxxS Sxx* E1xx* = xxSxx

It isn't popular because Boeing pushed their own 737. The 717 was supposed to be the MD95 until they got bought out. My guess is part of the purchase deal was Boeing would take over and continue the development and production. The problems was that the 717 competed a little too well the the 737. In the end, would you want to promote your own brainchild, or someone else's? The 71 is actually a pretty good aircraft. For starters, on a route from Honolulu to Hilo, the 717's burn about 3000lbs of fuel. Mesa's CRJ's; 3500lbs. An aircraft that is almost twice the size and can carry twice as much burns 15% less fuel. Keep in mind the pilot's at Hawaiian don't exactly understand the meaning of ECON speeds. My CFII instructor is an FO for Hawaiian. Depending on the Captain, the cruize speed is between 5kts below redline and redline. I've seen pictures of the PFD with the airspeed literally at MMO in cruize. You wonder why Hawaiian keeps winning #1 on time airline. It's also unbelievebly quiet. When I was learning to fly (before I could drive) I would walk past 8L at HNL and you could still carry on a phone conversation with the 717 screaming overhead on takeoff. I swear the Aztec I flew was noiser than that thing. It's also perfect for Hawaiian because the slat and gear speeds are so much higher than any other aircraft. Depending on the time of day (especially the last flight of the day), it helps when you're at 2000' on a 7 mile final at 300kts to just drop the gear to help slow down. In case you haven't noticed, we DO follow the 250 below 10,000'. I mean it's Mach 250 below 10,000 right? :P

Another solution could be to check you're brake type. Carbon brakes are more durable than steel. Switch and see if that helps. I tend to have heavy feet when it comes to braking...And driving but that's another story. :Tounge:

The fact that you can't start it even with FS2Crew seems strange. Make sure for FS2Crew you start with the cold and dark panel save before you hit the preflight actions. As far as a manual start, as Andrea said above, it's a three way switch. You should get a low oil pressure light and then about 5 to 15 seconds later (depends on OAT) the EGT should start to rise. Also... Are you sure this is the PMDG 737? The BBJ won't be released till after the 777.

Keep in mind that you can always omit the STAR in the FMS and just take vectors.

On that same page saying what OP program is in use. Above that it should say a cycle. Currently it's Cycle 1206 current from May31 to June27. Alternatively, go into your Microsoft Flight Simulator X/PMDG/NavData folder and open Cycle info. It will have the same infomation in that file. Both FlightSim Commander and FSBuild (I personally use FSBuild) use current cycles also from Navigraph (and probabaly Aerosoft when they go live). I find the fuel load from FSB to be pretty accurate too; within 500kg. RouteFinder is also web based and free to use if you want to go that route.

What pitch mode is engaged? You have to engage something like VNAV or FLC to get the correct commands. And especially in the B737, you can eaisily hand fly the plane through 3000AGL even in hard IMC if you set up the MCP correctly. Remember, the Autopilot is only as smart as you tell it to be.

True but re-reading the original post, he says he still has SINGLE CH at LOC and GS capture to which I'll add, you either get CMD (Fail-Passive) or LAND3 or LAND2 (Fail-Operational) passing ~1500AGL and fully established.

Lower the nose; it's as simple as that. When the engines roll back, you need to adjust for the reduced thrust. There is already a hard code in the autopilot to pitch for airspeed under VNAV and FLC. But if you're still hand flying, its up to you. And actually, if you're only at 800AGL, you should be hand flying.

Check the site you used to generate the route and see if it's using the current AIRAC database (Cycle 1206). Also, if you yourself don't have the current database in the NGX, it could cause this problem. What could be happeneing is that it doesn't recognize those waypoints on the airway because of a change in the navigation system on either end. Also, Navigraph doesn't always have every SID correct (in relation to problem #2). It could infact be a NavData problem but you have to take that up with Navigraph. I'll try it on my setup in a second and get back to you. EDIT: Okay, I see problems #1 and 3 but if I look up the two VOR's in the FMS, they're in there. My guess is that they aren't linked to that airway in the database because I get get them to come up if I do DIRECT.

Which Autopilot are your using? If you're using the Collins, do you have Fail-Operational selected? If not, then what you see is correct. I suspect you're expecting to see LAND 3 or LAND 2. You only get that with Fail-Operational selected and that feature is only available with the Collins system although optional.

In the real NG (taking a guess as I've never flown the NG real world either), I believe it's tied into the radio altimeters with the reversers. Basically in FSX, since between when you pull the power to idle and when ground idle would be activated, the throttles don't move I'm guessing the NGX doesn't throttle down. For example, I usually pull to idle at 100ft RA. Say ground idle activates at 10ft RA. Since there was no throttle movement, the NGX will allow the throttles to be pulled to ground idle at 10RA, but is detecting the trottles incorrectly slightly above idle position. This could be a quirk tied into manipulating FSX to give both thrust modes. Instead of changing the thrust mode, PMDG artificially put a stop for flight idle that is removed and allows the throttles to be pulled all the way back for ground idle. In the real NG (a guess again), when the throttles are fully closed, the thrust is automatically held at the correct idle for the phase of flight. So even if the throttles are fully closed, once you pass the RA limit for ground idle, the engines automatically throttle back to the new correct idle limit. Confusing I know, but so are the subtleties of transport catagory aircraft.

Another thing to note similar to the ATC requested speed, when you're outside of radar contact for an extended period of time (i.e. ETOPS), you will actually enter the filed Mach number in the CRZ page of the FMS. This is because ATC uses position estimates based on this number. Mind you, you can always let ATC know you're going to use a different speed and enter that if they allow it. As far as actually calling ATC on ETOPS routes, they expect you to check back in with them when you told them you would unless you call back and amend the time. Believe it or not but you have up to three minutes after your due time before the controller starts trying to call you to see if you're still alive. Search and rescue is called after just 15 minutes. Slightly off topic but are you absoutly sure Ryanair flies that low? Germany is about the same distance as Spain from Ireland (depending on the destination of course). Here for Hawaiian (yes, I know we use B712's interisland but work with me here), Hilo to Honolulu they're up at FL280 and the route is less than 200nm. From Lihue to Honolulu they go up to 16,000' and thats less than 100nm.

I've had this quirk for a while. Try this and see if it solves your problem. On touchdown (and I mean all wheels on the ground), press F1, then press and hold F2. Sounds like your engines are still in flight idle at touchdown and when you press F2, the engines retard to ground idle then reverse.