Descent Profile not less than 3times but 3times +10 nil wind is good.Use about 5 miles for decelerate from 250-210IAS if level. Aim at 210 Knots at 10 miles latestPossible Descent Profiles1. Normal:3x profile + 1 nm for each 10kts>200 and an additional 1nm for each 10kts TAILWIND2. For the Top Guns:From ToD ensure winds are in DES FORECAST@A10000 LVL CHG 250Kts@ 20 track miles from PROG Page 3 set

G'day ZapperAre you flying with Pacific Blue out of NZ or VB?I got the impression its VB.Nice website and your guides will hopefully come in handy at some point soon.I have several friends with VB all ex Eastern guys who have gotten in over the last 12 months or so.Take it easyDarren HowieYSSY

The rule of thumb I picked up was:when on the MAP mode in range 20 if the extended centreline touches the 10 mile ring you should be decellerating to 210kt. When the extended centreline hits the 5 mile ring you should be at least flap 1 apeed 190! Hope that is a gem you can add to the list!Kris

zapper,You so lucky to be a real Pilot.Keep yourself in the air. :( ;)

I have a question for zapper, Can you get some real perf. charts, I realy need a Assumed temp. chart. ;) :)Thanks in advance,

Hi Kris,That is a good way of doing it too. Do you fly the NG as well? I really enjoyed the -300. A lot of ppl say the NG is harder to slow down etc but to be honest I don't agree. If you are within cooee of a correct profile then the lower speeds of the NG are a real boon although I guess it is also due to the NG displaying the exact min. man. speed for your current weight and not a generic speed schedule above and below 57080Kg as in the EFIS. either way I love the 737.. great aeroplane and a good honest truck if ever there was one.I am with Pacific Blue. May I ask who you are with? I am really curious about this VNAV after T/O.. can you enlighten me as I understand it is a Continental procedure?Ramon, Thnaks for your good wishes... we always try and keep the blue side up mate.. unless of course your lucky enough to be in an Extra300/Zlin/Yak52/Pitts etc. Do any of you guys fly aerobatic sims?ATB,Brad

Hi Ramon,Not quite as simple as that but I will have a go at explaining.Just for a start.. here is a rough guide to working out your takeoff speeds:http://www.b737.org.uk/vspeedcalc2.htmbut will see if I can get some tabulated data for you as well. I have a QRH but no scanner at the moment.Assumed Temperature Method is a procedure we use to minimise engine wear and conserve valuable maintenance dollars. The financial difference for a company in terms of extended engine life can be very important to profitability and so is a daily consideration for all commercial pilots. Our job is to operate a commercial service as profitably as we can. So where we have plenty of runway and no obstacles to clear and our weight is such that we do not require a Full Thrust T/O we will use less than full thrust.We can't just take a stab in the dark at it so we have a do this by a procedure. In each aircraft there is a Runway Analysis Book that lists all the airports and runways you would normally operate into. This analysis is a tabulated page listing all the potential variations that may occur on any particular day ie: headwind and tailwind, temperature, wet runway, different flap settings and so on.So we select the appropriate page for the conditions on the day and find out what is the maximum temp we could lift the expected load out of the duty runway and then put that temp into LSK L1 beside the OAT. This will cause the Autothrust to only set enough thrust to lift the load you have told it you will have on board when you entered the ZFW.Our limit is a maximum of 60C assumed temp and we often use 48 or 44.Is this not too muddy an explanation? I hope not.Rgds,

>Hi Ramon,>Not quite as simple as that but I will have a go at>explaining.>Just for a start.. here is a rough guide to working out your>takeoff speeds:>http://www.b737.org.uk/vspeedcalc2.htm>but will see if I can get some tabulated data for you as well.>I have a QRH but no scanner at the moment.>>Assumed Temperature Method is a procedure we use to minimise>engine wear and conserve valuable maintenance dollars. The>financial difference for a company in terms of extended engine>life can be very important to profitability and so is a daily>consideration for all commercial pilots. Our job is to operate>a commercial service as profitably as we can. So where we have>plenty of runway and no obstacles to clear and our weight is>such that we do not require a Full Thrust T/O we will use less>than full thrust.>>>We can't just take a stab in the dark at it so we have a do>this by a procedure. In each aircraft there is a Runway>Analysis Book that lists all the airports and runways you>would normally operate into. This analysis is a tabulated page>listing all the potential variations that may occur on any>particular day ie: headwind and tailwind, temperature, wet>runway, different flap settings and so on.>>So we select the appropriate page for the conditions on the>day and find out what is the maximum temp we could lift the>expected load out of the duty runway and then put that temp>into LSK L1 beside the OAT. This will cause the Autothrust to>only set enough thrust to lift the load you have told it you>will have on board when you entered the ZFW.>Our limit is a maximum of 60C assumed temp and we often use 48>or 44.>>Is this not too muddy an explanation? I hope not.>Rgds,>Thanks Zapper, Thats just what I needed.Thank you very match and have a safe flight :(

And if it's possible to get some Assumed temp charts that would be great....if it's avail ofcourse??? Just give me a note then. ;)I would be so thankfull. anyway, I gonna sleep now, see you later and have a nice day in australia!