Not to mention the ridiculous amount of fuel on board while landing..

The third photo brings up so many questions:

 

1. The altitude is 3000 feet yet the LOC cdi is pegged, the GS cdi is also pegged. As most of us know, pegged cdi needles at low altitudes, IFR, are scary and very dangerous.

2. This is susposed to be an ILS yet no APP is armed with gear and flaps down.

3. The gear is down and flaps are 15 but he is no where near the localizer or the GS as the Boeing ILS sequence states in the training manual (which he has obviously not read). I have no idea what kind of approach he is trying to make.

4. I also have no idea what the Garmin GPS is doing in the photo.

5. When you have no idea how to shoot an ILS approach, you don't need to add a HUD display to the mix.

6. Three pages in this thread, sound advice given to him over and over which he continues to ignore and still, his approach is so messed up and he doesn't even know it or recognize it.

1. The airport told us, go down to 3000 feets, and there after you are cleared to land.

2. I dont really know what you mean, we must loc so it loalize the striped path. Then app when the loc gonna be green on the screen.

3. Normal approach, they can be different, i flied in real with THAI 777 some months ago, and the flaps was on 15 before he turned to the airport runway, and it was sunny.

4. Well i like GPS, and thats not unrealastic, all can have a personal gps onboard. 

5. Thats funny you say that i have no idea, because i had a success land, i not got any alarm. 

6. And please stop saying im ignore. TSA gaved me advice, with the fuel page, and works like a charm.

 

 

5. Thats funny you say that i have no idea, because i had a success land, i not got any alarm. 
6. And please stop saying im ignore. TSA gaved me advice, with the fuel page, and works like a charm.

You seem to have a lack of understanding when it comes to IFR flying. 

>Normal approach, they can be different, i flied in real with THAI 777 some months ago, and the flaps was

>on 15 before he turned to the airport runway, and it was sunny.

 

Who can argue with that? If there is anything you want to do when learning how to fly a 737, it would be to copy what someone else is doing on a different aircraft...much easier than reading the manuals.

 

>And please stop saying im ignore. TSA gaved me advice, with the fuel page, and works like a charm.

 

Again, who can argue with that logic? We can all see that it worked like a charm...I too always land with my fuel tanks almost half full.

 

Well, you have fun flying your 737NGX, you're now the Ace of the Base.

 

 

Its making a path from the completely other site.

You. Need. To. Learn. About. Basic. IFR.

 

We tried again, to click on the airport runway, and it made a straight path to the airport?
 

You. Need. To. Learn. About. Basic. IFR.

 

 

We was need to self set the heading to the striped path, i think its called glideslope, to land.
 

You. Need. To. Learn. About. Basic. IFR.

It's called extended centerline btw. ref. FCOMv2 section 10.41

 

 

successfull autoland tough
 

A friend of mine says that Boeing made the 737 so simple, that an Amazonian tribesman with a bone through his nose could fly it... a testament to the design.

 

 

everything is working so fine now, the last things we cant get to work is that path.
 

You need to understand what and how works as it does.

 

 

Ralph:

 

 

1. The altitude is 3000 feet yet the LOC cdi is pegged, the GS cdi is also pegged. As most of us know, pegged cdi needles at low altitudes, IFR, are scary and very dangerous.
2. This is susposed to be an ILS yet no APP is armed with gear and flaps down.
3. The gear is down and flaps are 15 but he is no where near the localizer or the GS as the Boeing ILS sequence states in the training manual (which he has obviously not read). I have no idea what kind of approach he is trying to make.

 

Actually as far as this is concerned he is more or less okay.

 

Altitude is bugged 3000, which is apparently the platform alt FS ATC uses, let's say it were MApp alt as well, it can stay so.

He is flying a coupled approach though, which means it's fine that he follows the signals (the diamonds by the PFD attitude indication). You can tell by the FMA, says VOR/LOC and G/S in green. Don't let yourself be misled by the MCP, the lights there follow a different logic! Furthermore Single CH annunciation is correct as he is not under 1500ft yet (would change to LAND 3 on successful selftest + flare and rollout would arm)

As for flaps and gear, well I would fly a different profile, but it is not inherently wrong (noisy and fuel ineffient, yes)

 

 

 

4. I also have no idea what the Garmin GPS is doing in the photo.
5. When you have no idea how to shoot an ILS approach, you don't need to add a HUD display to the mix.
6. Three pages in this thread, sound advice given to him over and over which he continues to ignore and still, his approach is so messed up and he doesn't even know it or recognize it.

Agreed.

 

(yep we both know he would not get a passing grade in a linecheck...)

 

 

(yep we both know he would not get a passing grade in a linecheck...)

He's showing signs of a student that doesn't want to give up bad habits and doesn't want to admit that he doesn't know something and needs to learn more on that subject.. 

Well OK! I did it guys, not 100% properly, but i was succeeded guided by vnav and lnav to the glide slope location I wanted to land in Aalborg (small city in Denmark) Airport tell me that i may land on one of the runways. FSC only doing stars direct to airport. I looked at the map, and i saw there was two starts on one end of the runway and on the other. And my brain said BLING! 

The star was at the start of the striped path. Then i selected 200 knots speed and 4000 feets. It guided me, and i enabled localizer before route discontinuity, and bing! Clicked approach and success autoland! 

 

But the last thing, how can i do as they doring on yo tube, that the plane is turning around in a circle and land?

Here's a tip. Throw out all your navigation addons during flying the NGX. Your GPS panel, your FSC, and whatever other stuff that is somehow distracting you from the main problem. Then, once you've managed to throw out all your distractions, learn basic IFR as said by Fabo. Learn what a STAR is, and what a SID is, what an ILS approach is like and how they vary from airport to airport, and other stuff included in the IFR topic.