cdt996

I think mike alluded to it, but flaperon retraction causes an increase in AOA, which causes an increase in lift as well as an increase in induced drag, slowing the aircraft. As to why the 777 does this, I would guess that any speedbrake would increase v/s too much in a landing flaps config and reducing thrust may produce an excessive spool up time in case of G/A, whereas flaperon retraction would allow the aircraft to maintain glideslope/flightpath.

Here are some shots of N737CT departing Glens Falls on its maiden flight to Buffalo last night. Thank you for this magnificent paint job, Steve!!!

I am absolutely exited about this aircraft coming out soon and having been following the project for several years now. I have absolutely no problems shelling out $100 USD for this aircraft, even though it would be the most I've ever spent on an FS addon. I don't understand the additonal fee for a "cross version upgrade." If I purchase the Pilot edition and then choose to upgrade to the Pro edition, I have to pay the difference and then 20 euro (~$35 USD)? If so, why? I was going to buy the pilot version then upgrade, but I can't justify this additional expense.

The electric hydraulic pumps are cooled by fuel through a fuel-hydraulic heat exchanger. Did the fuel in each main tank drop below 1675 lbs at any point while the electric hydraulic pumps were on? You also mention KLAS. Could the fuel temp gotten excessively high while on the ramp? Also, did you use a custom saved panel state for this flight? If so, that is a potential cause of this issue.

Interesting question. No, VATSIM currently does not require any pilot training for its members to connect to and use the network. In the future however, a member could be required to undergo pilot training if they demonstrate a repeated lack of ability (or will) to follow ATC instructions or "interfere" with other's enjoyment of the network. My understanding is they would be given the option of completing the P1 rating (ie how to use VATSIM) within some fairly generous period of time or face expulsion from the network. You can read more about it here: http://forums.vatsim.net/viewtopic.php?f=6&t=63080 Hope that helps.

Ryan, I'm not a user of this product, but I'm going to guess that the weather engine is interpolating the METAR at DLH with METARs of other nearby airports that have higher visibilities (ie KDYT @ 10SM), which causes what you observe in the photo. Other weather engines also do this, but usually have a way to ignore the weather at other airports within a certain radius to prevent this. As I said, I'm not a user of this weather engine, so I don't know if it has this feature or not.

Honolulu plus the 2 hawaiian airport packs actually are not a special deal for today, but are part of an ongoing discount that has been around for awhile (coupon code: LOVEHAWAII). The other FSDT sceneries though are absolutely a steal with the black friday discount and highly recommend them (I have all the CONUS ones).

Not true! See those fluffy things behind the recliners?

Wouldn't make a lot of sense to have two "minimums" callouts, things could get quite confusing in probably the most critical phase of flight. The EGPWS callouts are based on the MDA/DH set on the Captain's side minimum selector, so you will only get one callout if there is a discrepancy between the captain and FO. It's described on page 15.20.17 in the FCOM (volume 2).

I've done a few more engine fires in the NGX and can confirm the EDP leaks aren't directly caused an EGT exceedance, but rather due to the engine fire. This can include ignoring an EGT exceedance (past red line). The logic PMDG uses, as far as I can determine, is the following: EGT Exceedance: 0 minutes: EGT exceedance 1 minute after red line: Engine Fire & EGT exceedance then... Engine Fire (EGT irrelevant): 0 minutes = EGT exceedance & Engine Fire 1 minute = Engine Oil Temp 2 minutes = EDP leak Therefore, if you start with an engine fire you only have two minutes before EDP leaks. If you start with high EGT, then IF you ignore it AND let temp to go past red line limit, you have three minutes before EDP leaks. You can be on ground with an engine fire without EGT getting close to red line and once the timer is up you have hydraulic leak, or have an EGT exceedance (FMC failure) for as long you can keep the engine under red line without any further consequence. I have recorded the videos but having some trouble with editing and youtube right now. Hopefully i'll post them later tonight or tomorrow.

Andrea, Yes, the engine fire handle was pulled and the fire rapidly extinguished. When you tried the engine fire failure did the engine exceed the EGT redline? I believe this is required in order to get the EDP leak. If you take immediate action, there should be no EGT exceedance and no hyd leak. I'll see if I can make a video demonstrating this later today or tomorrow.

Oh, one thing I forgot to mention- how to deal with an EDP leak. If you recognize you're losing fluid through a leaky EDP, what you should do is to turn that pump switch OFF. This closes a gate that isolates the EDP from the rest of the system and prevents the loss of the entire system. As for single engine landing flaps, I would go with 15 unless you have enough thrust and were already fully configured, landing on a very short runway or needed autoland capability. I'd much rather turn the autobrakes knob up one or two settings than have to redline an engine to stay in the air. I believe this is something that pilot's discretion and company policy also plays a big role in (which I have absolutely no experience in).

Jean-Marc, I believe I may have an answer to the situation you describe. The engine fire causes an EDP 2 leak and eventually loss of pressure in system B. I posted pics of the failures and the displays below. I did an engine fire in which I rapidly followed the QRH in closing the thrust lever, shutting off the engine start lever, pulling engine fire switch and discharging a fire bottle, preventing exceeding the red line EGT limit. This did not produce any loss of system B quantity (97%) and pressure remained at 2800 psi throughout the flight. On the second flight, I continued the climb until I reached about 8,000 ft, let the EGT exceed the red line limit and then followed the QRH. I noticed that the system B quantity steadily started to decrease until I lost EMDP due to an overheat, requiring use of ALT FLAPS to extend the flaps. Definitely very thoughtful on PMDG's part and something to look out for when practicing engine fires!

I wanted to use the NGX, but I didn't have time. This is from a very good technical site about the real aircraft, www.b737.org.uk

Yep, the EDP supplies about four times the amount of fluid volume as the EMDP. So when system has high demand with just the EMDP, pump output pressure is lower. Shouldn't cause loss of system pressure though. Here is something else I just remembered. The 737 uses a heat exchanger in the main (wing) tanks to cycle cold fuel with hot hydraulic fluid in order to cool the associated EMDP. The minimum fuel in each tank required to do this is 1675 lbs, so if you didn't have a lot of fuel in that tank you would get an EMDP overheat and failure in addition to he loss of the EDP. Probably not relevant here, but I thought I wold just throw that out there. Let us know if you can reproduce this again, I'm interested to see what happened.