hi,How far away from capturing the LOC and GS should I start slowing down to landing speed? This must be how the real plane handles when you try to slow it down. :-) It takes a lot of effort to get this airplane slowed down to 120 Knots. The speedbrakes seem about as effective as sticking your hand out the window of a car trying to slow it down :-lol. My question is how far from the airport should I start slowing down from 250 knots down too 120 knots or so? Right now I'm just guessing, sometimes I get slowed down to landing speed way too early, sometimes I get it just right.Andrew

I usually start about 15 nm from the end of the RW and it seems to yield good results. Your mileage may vary. :)

Descend at 0.3 x your flight level +12 miles for slowing down.At 35nm you should be at 10,000 ft, 250 kts.At 15nm you should be at 4,000 ft, UP speed.At 10nm you should be at 3,000 ft, FL05 speed.At a dot and a half, gear down and FL15. Slow to FL15 speed.Start the landing checks.At 1/4 dot, FL30 and speed VREF + 5.Complete the landing checks.You will find that this doesn't require much of a thrust change (should be about 56% N1). Some trim back is needed, but now you can fly a stabilised approach all the way down the G/S.This all works in a real -700Andrew

hi,Thanks man that really helps especially since this 737 doesent have the best most effective speed brakes I've seen. Are all airliners like this? (the speedbrakes take a long time to slow the aircraft down) or is this unique to the 737 ng?Andrew

Dear Andrew :The data for modelling speed brake action is taken right out-of-the book not withstanding 3 real NG pilots in our beta list complaining... The usual braking action found in other "models" has nothing to do with real life data. NOTHING ! Another FS myth... You put it very nicely : it is like sticking a hand outa-the-window, ok big big hand.You will find that the real procedure given above works well in the modelled aeroplane. Here is an alternative pilot in-a-hurry approach :-)At 12 NM reduce speed to 210 IAS, Preferable altitude at 10 NM is say 2500 ft above runway altitude. This allows you to capture GS from below, which is always the safe procedure (ofcourse in FS false glideslopes do not exist).At 10 NM set flaps 1 and reduce to 170 IAS AND get flaps 2/5/10/15 as they come (yellow band in PFD).At half dot GS, IAS 150 and at 1500 above runway gear down, reduce to Vref + 5 and flaps 30 (flaps 40 are rarely rarely used). Don't worry the autoland system can handle it. In practice you will be doing lots of work in very little time. By the way there some airports requiring at least 150 or 160 IAS till the outer marker. It is a pitty to have flaps 30 and gear down if that is the case (burns fuel, lots of noise).You should forget the "rascal" approach at low viz !Have fun !Vangelis========================================== E. M. Vaos Precision Manuals Development Group www.precisionmanuals.com==========================================