Oh Yeah! http://forums.avsim.net/user_files/38876.jpg[h4]Best Wishes,Randy J. Smithhttp://img.villagephotos.com/p/2003-8/196432/winglets_lg.jpg [h3] AMD XP 2200 |MUNCHKIN 512 DDR RAM |ECS[/b ][i] K7S5A MB[/i] |GF2 MX 32 MEG and still runs GOOD!|WIN XP PRO |MITSUBISHI DIAMOND PLUS 91 19"[/h3]

Hi Randy, Forgive me if it has been asked before: But what is the white bug? I assume the white bug on landing is Vref + 5.ThanksBoaz

FOr TO it is the V2 + 15 BUG. It is removed after the first flap retraction...[h4]Best Wishes,Randy J. Smithhttp://img.villagephotos.com/p/2003-8/196432/winglets_lg.jpg [h3] AMD XP 2200 |MUNCHKIN 512 DDR RAM |ECS[/b ][i] K7S5A MB[/i] |GF2 MX 32 MEG and still runs GOOD!|WIN XP PRO |MITSUBISHI DIAMOND PLUS 91 19"[/h3]

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"I assume the white bug on landing is Vref + 5."White bug on landing is actually Vref + 15, Boaz (I discovered recently) ;-)Cheers.Ian.

I know that this wasn't the reason of the original post but I was wondering what the instrument is just below TOGA that reads 7.4. I always assumed that it was the G load indicator but it can't be since that some people lose conciousness at 6 g's. I've experience in my 737 up to 10 g's (if that is what the thing really is). Could someone shead some light on this for me please?Happy Flying

It is angle of attack (degrees).Lee Hetherington (KBED)

Oooohhhhhh.Thanks a bunch mate.

Hi Lee, could you elaborate a bit on the relationship between angle of attack and pitch attitude? I

Uwe,A couple of threads down you have a separate one discussing AoAhttp://forums.avsim.net/dcboard.php?az=sho...20369&mode=fullHope it helps,

Pitch and AoA have very little to do with eachother. AoA is defined as the angle between the relative wind and the mean chord of the wing. With a low AoA, the wind is coming almost parallel to the wing chord, and with a high AoA, it is coming more from the bottom. If your pitch attitude is level, but you are descending, your relative wind is coming from below you a bit.You can have high AoA and low AoA for almost any given pitch angle. It is primarily affected by airspeed (lower airspeed yields higher AoA), weight (higher weight yields higher AoA for a given speed), and G loading (higher G load is equivalent to higher weight). For example, G loading could come about in a turn while maintaining altitude (45 degree bank is 1.4, 60 degrees is 2.0).Since stalling is basically driving the AoA above a critical value (e.g., typically about 18 degrees in light GA aircraft), you can stall in any attitude depending on airspeed, weight, and elevator/trim use.Lee Hetherington (KBED)

Thanks guys, difference is digested and saved!

Hi Randy,Perhaps I've missed something, but what is special about your picture? :-hmmm

Well, takeoff with flaps 5 and compare it to my shot on the PFD...[h4]Best Wishes,Randy J. Smithhttp://img.villagephotos.com/p/2003-8/196432/winglets_lg.jpg [h3] AMD XP 2200 |MUNCHKIN 512 DDR RAM |ECS[/b ][i] K7S5A MB[/i] |GF2 MX 32 MEG and still runs GOOD!|WIN XP PRO |MITSUBISHI DIAMOND PLUS 91 19"[/h3]

Looks like the MASI Airspeed Command Bug still hasn't been fixed, Randy? (or did you move the MCP IAS/MACH selector 1 click?)Thanks.Cheers.Ian.