B737

Thank you! Sounds like bit better to take more fuel than required by flight plan to get more margin.

1.In real life when we getting the operational flight plan does it contain the wind calculation in relation to determine the minimum fuel required or not? 2. If we can not reach the destination without using the reserve what should we do?

Dear Jan! Thank you. Which procedure is used in performance chart? Static or the 40%? Question is: I know in the real life is much more difference, but playing in games when the table tells you need 1500 meters for take off and the runway is 1500m. I am not sure that both of the procedures would work.

Dear all! When we get the result for take off run via performance table or app how it is calculated in relation with thrust and brake setting? 1. Full thrust and brake released when spinned up? Or 2. Brake release, set 40% N1 and after 40% set take off thrust? Because from my view it can be significant difference. Can' t be? Regards

Dear Everybody! I need help about understanding fuel penalties. Picture attached. Hard to understand for me. Thanks

Thank you!

Thank you very much. I was thinking about wind also, due to fmc does not get wind data ahead.....

Dear Jan! I need help, possibly piloting issue. Almost every time the fmc can not calculate the route without ,,required drag'' message. Most of the time the A/ P can not handle the speed and vertical speed in the descent phase and usually overshooting everything even we can not capture the glide slope due to we still high enough with overspeed. Where can I be wrong?

Shall I use A/T and/ or A/ P when doing your test? How did you do exactly? Marginal effect for me is only at the moment when N1 increasing and the G/ S reducing just a little. IAS almost remain constant But when comparing ixeg with other aircrafts in xplane the difference is quite big in drag. I did not say you are not right, but not easy accept or detecting deceleration....

Wilco. Thank you

Agree with your reply due to you do not have access to aircraft mechanics documents. On b737 classics a/ t can not move one lever in air when you switch off one engine. Lever angles compared.... But it works as I said. On those wide body aircraft where you have seperate A/ T switches there you will have A/ T seperately. On Airbus you will always have A/ T on the remaining engine in case of failure

Bites somewhere collapsed in my side. Answer accepted, sorry.

Answer accepted. Thank you. Looks like you were right !

Thank you, do not forget I am at your side. I love so much this sim honestly :)! On of the best in the market! At least getting feedback where and which side is the problem.