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Why I moved from flying the PMDG 737 NGXu to Fslabs A320

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    #31
    Guys, this topic is border line with locking. If you have issues with GSX please address them on their forum. This is not the place to bash another developer. Thank you
    Chris Makris (Olympic260)
    PMDG Technical Support
    http://www.pmdg.com

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      #32
      As long as we are piling on about GSX one complaint I have had is how is the ground crew verbally communicating after they have disconnected. It kinda sounds like he's talking on the radio but I have never seen that in my career. With the PMDG pushback they do seem to disconnect when they disconnect the tug so that matches what I see in real life. It would be nice to have the simulation of the ground guy showing the gear pin and the wave/salute.

      Now unlike Emi I don't have an issue with them waiting to disconnect until both engines are started. For me they start disconnecting right after he asks me to set the brakes but again in my real world experience they disconnect the interphone at that time so communications then become visual only.
      Tom Landry

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        #33
        Originally posted by Ralgh View Post
        Now unlike Emi I don't have an issue with them waiting to disconnect until both engines are started. For me they start disconnecting right after he asks me to set the brakes but again in my real world experience they disconnect the interphone at that time so communications then become visual only.
        This is indeed something that is an option in the GSX settings. If you disable it they'll ignore the engine start and disconnect right away.

        In real life we do it the following way (most companies I know do it that way as well):
        The first engine start commences once we are past the red line (ever noticed that line behind the gates that most european airports have?), or shortly before pushback is finished.
        Usually the first engine has just about finished the startup when the ramp agent asks us to set the parking brake.
        The ramp agent will then start to disconnect the tug, pin, etc. while we start the second engine.
        Normally by the time everything is removed the second engine has started, so the ramp agent only needs to disconnect the headset, walk away and we can start to taxi.

        To avoid this topic going into the lockdown, all we can do is to wait and see if more updates come.

        Now back to the OP's topic.

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          #34
          Hello Vincent,

          I really enjoy both aicraft. Each of them have their own challenges and nuances. And I disagree with you, the "Bus" does need speed breaks quite often to maintain the profile, and not exceed 250 kts below 10k...

          By why would you prefer one over the other one based on Ground Services support? That would be very low in my priority when making such a decision.

          As others have stated, Boeing vs. Airbus (737 vs. A32X), are two very different philosophical approaches to flying. Fly-by-wire, yoke vs. side-stick, etc.

          I would suggest that on the 737, disconnect both the autopilot and auto-throttle much earlier than 1 mile from the runway (actually more like 10 miles out). This is the only way you will get a "feel" for the aicraft.

          I would also suggest you watch some youtube vides on 737 and/or Airbus approaches/landinds, specially on windy conditions. You can appreciate how the pilots are making rapid control inputs, specially as the airspeed drops for landing. Also watch what they do during the flare...

          Anyway, to each is own...enjoy!

          Cheers!
          Fabio van Roon

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            #35
            Although I've yet to get the 737 NGU, I actually think that both PMDG and FSL are the best when it comes to study-level sims, and in fact, I view PMDG as being to Boeing what FSL is to Airbus, even though FSL still have yet to release a long haul Airbus (they have one in development, from what I've heard), so most of my virtual long haul fleet is Boeing. As GFO has yet to be released, I can't really make any comparisons yet with FSL's ATSU implementation. However, it does raise an interesting question about how CPDLC and ACARS will work with the networks, given that FSL have already leapfrogged PMDG by adopting the Hoppie platform and influencing the networks to adopt Hoppie as the de facto standard, yet with a huge gap in the market for study-level long haul Airbuses, and because some European short haul fleets (especially Ryanair) have 737s, GFO might either signal another change in flight sim FANS platform, or like how REX and AS co-exist for weather engines, GFO could co-exist with Hoppie. Whether or not that will be the case has yet to be seen.
            Craig Norman

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