Not sure! I'm hearing its possible that i'm too heavy but i'm within my limits. Also i should try flaps 5 but why? Its what TOPCAT is calculating.

 

My bet is that the picture TOPCAT is seeing isn't the picture your aircraft is seeing.  Weights, temps, and everything have to match between the sim and TOPCAT, otherwise you're doing yourself no good.

Vernon,

 

I'm not on the B737-800 but drink coffee with folks that are.  Talking to them it is my understanding that he uses flaps 5 almost always for departure with the A/T armed, VNAV and LNAV (or HDG SEL if appropriate) engaged.  He brings the throttles up manually to the preset N1, then engages TOGA.  He then follows the F/D and speed bug for deck angle and flap retraction.  On landing he always uses A/T with no correction for wind gust.  He says the A/T is so good there is no need for the gust correction.  The A/P must be disengaged prior to 1,000 agl on landing and is not engaged until at least 1,000 agl.  The A/T is not disengaged until touchdown on landing, where it disengages automatically when going into reverse thrust.

 

Billy

I have PFPX and TOPCAT weights matching and also with the PMDG 737 800.

 

And ASN is setup with all addons.

 

Thanks billy but doesn't the AP and A/T have to be disengaged together?

 

Gust correction is a pain if its not a dead on HW so having the A/T engaged and doing the work is ideal and only having vref + 5

doesn't the AP and A/T have to be disengaged together?

No sir. They do not have autoland, they use the HUD for all CAT landings.

 

Billy

Found this

 

http://www.flyaoamedia.com/aoa/nicks-737ngx-takeoff/

 

At 16 min its at takeoff roll, watch for the IAS window he gets the flashing A

He didn't hit TOGA and ARM the A/T, so the MCP is not behaving like a normal takeoff. Don't use this video as a guide since he's performing normal procedures. I'm not quite sure why he's getting the UNDERSPEED indication.

 

Not a bad video, from what I saw. He's off on a few things.

 

I did notice that he's bringing up the flaps after the bug. You select F1 when you pass the F5 bug. You select F0 when you pass the F1 bug. . . It's a common misunderstanding among simmers.

Don't you select flaps 1 on V2 + 20 for all weights per the FCOM? And then flaps up on the 1 bug.....as you stated?

 

My flashing A is a mystery lol i don't think anyone can give a clear answer on it.

 

I think i'll select F 5 with topcat on my next return flight back to Glasgow tomorrow from spain santiago will report back if i get the flashing A.

 

Just can't nail this bloody thing, kinda starting to annoy me now. As i like to know everything thats going on !!!

I found this in ryanair FCOM. Does this mean we can land manually with A/T still engaged?

 

When on final approach in landing configuration, it is not recommended to : set the A/T command speed to allow for wind or gust corrections unless a : manual landing is anticipated. Through airspeed and acceleration sensing, : the A/T corrects for normal wind gusts. Higher command speed settings : result in excessive approach speeds. The recommended A/T approach

I found this in ryanair FCOM. Does this mean we can land manually with A/T still engaged?

 

When on final approach in landing configuration, it is not recommended to : set the A/T command speed to allow for wind or gust corrections unless a : manual landing is anticipated. Through airspeed and acceleration sensing, : the A/T corrects for normal wind gusts. Higher command speed settings : result in excessive approach speeds. The recommended A/T approach

 

Yes, you can land with the A/T still engaged.  At my company if we leave the A/T on to touchdown you use Vref +5 as your approach speed.  If you do not use the A/T to touchdown then you need to apply a wind correction to vref.  Captains only are allowed to use vref+5 for all approaches, A/T or not, because they have speed trend information in the HUD.

So i can land on an ILS Approach CAT I IMC- Single Channel with AP engaged till MUH and AT engaged vref + 5 ?

 

I have also came across this on ryanair FCOM -

 

VNAV must be deselected prior to approach? So why is this SOP in force?

 

 

VNAV must be deselected prior to approach? So why is this SOP in force?

 

To ensure VNAV isn't providing information to the FD.  It's company specific.  Always be hesitant with company-specific stuff, unless you're trying to follow their procedure.  Companies add all kinds of extra stuff to SOPs to fit their view of how a plane should be flown.

 

Southwest Airlines didn't use AT or VNAV for the longest time.  That wasn't an SOP I felt like I should've followed.

Hi yeh thats why i'm getting confused with ryanair SOP and the normal STD boeing FCOM lol

 

But the STD FCOM leaves alot open for companys to change as i have noticed on the PMDG FCOM you get!

 

So if your app without VNAV i suppose you will be in LVL CHG then?

 

And what do you mean not providing info to the FD?

 

 

So if your app without VNAV i suppose you will be in LVL CHG then?

 

Depends on what you're trying to do.  If you're flying an ILS approach, you shouldn't be in VNAV, you should be in APP mode.

 

 

 

And what do you mean not providing info to the FD?

 

VNAV, as a mode on the MCP, gets data from the FMS and feeds it as a "path" or "signal" to the flight director to follow.  In the case of VNAV, the flight director will then tell you where to set the pitch to remain on path (or re-establish yourself on path if you're too high or low).  The AP also follows the FD data if it is engaged.  If you turn off whatever mode is providing vertical or lateral data, the FD will stop following that mode.  You can see this on some departures if the pilot has not selected a lateral mode - the FD only shows a pitch bar, with no vertical bar.  In other words, no lateral mode (HDG SEL, VOR/LOC, LNAV, etc) is providing data for the FD to follow.

Ahh i see so APP mode will be providing the signals or path then for the ILS approach?

 

Also i have noticed on my ND, there are waypoints at the white centre line named, CI23 and FI23 what are these?

Ground based transmitters will provide signal and APP will transfer this signal into FD commands.

 

FI, CI: F means final approach fix (here you intercept glideslope), C - final approach course fix (point of localizer interception), I means ILS.

Thankyou for that