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More generally, some Operations Manuals may permit an exception to the standard response if it is possible to instantly recognise that certain criteria are met at the point at which a ‘PULL UP’ Warning occurs. Reference should always be made to the memory drill contained in the AFM for the aircraft type. Some Fly by Wire aircraft types may have systems for automatic acquisition of a maximum angle of climb, such that the generic sequence above may not apply. The risk that pressure altimeters might have been mis-set or that the aircraft may not be in the position previously expected should be born in mind when determining that these conditions have been met. The maximum climb angle achieved must be maintained until the flight crew are sure that the aircraft is above the applicable Minimum Sector Altitude or until it is visually apparent, without any doubt, that the aircraft is clear of terrain and obstacles. The retraction of one step of flap should also be delayed as above. Notes: Selecting the landing gear up initially results in a loss of climb gradient capability due to the drag created by the opening of the landing gear doors the retraction of the landing gear should therefore be delayed until after a safe flight path has been achieved, the GPWS/TAWS warning has ceased, the speed is above the minimum selectable speed or stick-shaker speed and a positive vertical speed has been achieved. If trailing edge Flaps are deployed, do not retract them immediately (see Notes below).If speed brakes are deployed, retract them.If the Landing Gear is selected down, do not raise it immediately (see Notes below).This is likely to be around 20 degrees pitch up for most aircraft
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Rotate the aircraft to a pitch up angle which reaches the margin of stick shaker activation.Advance the Thrust or Power levers to the Take Off position.Disconnect the Autopilot and Auto-throttle if engaged (may not be required for some aircraft for the Go-around case).It must be initiated immediately with the following sequence of actions: The promulgated escape manoeuvre will aim to ensure the establishment of the maximum angle of climb. However, the principles of any such response will be found in all such drills. It is worth noting that the standard calls/callouts and the sequence of actions may differ in the following, seemingly similar situations: This will be a Memory Drill and will be replicated in the Operations Manual in the case of an aircraft employed in public transport. The appropriate response to a TAWS or GPWS ‘PULL UP’ warning for a particular aircraft type will be found in the AFM or Pilot Operating Handbook. The Standard Flight Crew Response to a ‘PULL UP’ Warning However, an appropriate response still represents the best course of action and the most significant chance of survival. Since the older GPWS systems do not have a position feed or a terrain database, the ‘PULL UP’ Warnings which they generate may not be enough to prevent terrain impact even if actioned properly. Provided that the database it contains is kept up to date, and the equipment is provided with accurate position data by internal or external GPS feed, any correctly functioning TAWS system will provide a reliable protection against inadvertent closure with terrain, or an obstruction, provided that the response is appropriate. Such a callout is not a time to ask the question 'why?' or to ever assume that the activation might be a false one. Every pilot should understand that their response should be rapid and instinctive. option, e.g.The ‘PULL UP’ audio and visual ‘Hard’ warning generated by TAWS or GPWS systems is an absolutely vital safety net. 0: OFF 536870912: toggling to ON, then to STARTĦ92A - Heading Reference Switch Toggle - note: this is only for acft. They are derived from the file PMDG_NGX_SDK.h in the SDK. FSUIPC, LINDA, or HIDmacros to control the aircraft from third-party software/hardware. The following is the FSX control/event numbers for the 737 NGX for use in eg.