Vernon

 

I used to be anal about the winds like you are and to a large extent I still am. But the one area I quite worrying about were NGX descent winds. No matter what the winds are I enter only tailwinds into to the forecast. I am doing KDFW-KLAX right now and the STAR has a general heading of 250 degrees. I have entered 3altitudes at 070 degrees at a speed of 30, 30, and 18. Why? To stop the 738 from becoming a run away freight train on descent. Now instead of using speedbrakes and swithching back and forth between LVL CHG and VNAV, and VS, I sometimes need to add thrust

Everything i do is just that! I do take things anal lol

 

If i enter ZFW in the PERF INIT page does the NGX see this weight instead of my FS OPTIONS? That are all set to zero except the fuel?

It is a presumed value.  For example, if you are doing a preflight you can enter presumed fuel and ZFW for most all variables except where the CG is required setting V speeds.

Hi dan! What i'm doing now is not setting my weights in FS OPTIONS but entering the ZFW during preflight and then double checking it with my loadsheet prior to dept and it all matches up. Is this fine to do it this way and my acft will think (sim world) its at 55.3 t ZFW

You lost me at loadsheet.  I might not understand the question but entering ZFW in the FMS PERF page does not load the aircraft, that must be done with FS ACTIONS payload and fuel.  If you do not load the aircraft with FS ACTIONS then the value you entered into the FMS for ZFW is just a notional amount and has nothing to do with how the simulated aircraft is configured or is going to perform.  Pressing the LSK next to ZFW or GW is a PMDG shortcut to enter the ZFW and fuel loads from FS ACTIONS into the FMS.  This is briefed in Tutorial#1 pg 41-42.  I know nothing of PMDG loadsheets.

Gents-

 

I think it is important to point out a few things here:  The 737NG type airplanes, in spite of their appearance, are actually quite hard to slow down.

 

If you are a long time Boeing pilot, sure it becomes second nature.  But if you are transitioning to this airplane from a DC-9, MD80, 717 or such, it is usually a bit of a shock how much further out you need to plan your slow down/go down than in other airplanes.

 

Of the 737NG group, the 800 is the slipperiest of the bunch.  If you work for an airline that operates a mix of 737s, the 800 is more likely to eat your lunch in the slow/go down  phase than any of the others.

 

I know that simmers think there is some grand penalty for using spoilers (thank the VAs who measure this parameter for reasons that have no bearing in reality) but if you need them, use them.  Don't overspeed the airplane...  If you have to request a delaying vector...  then ask for it.... 

 

Remember- the whole point of piloting is to... well...  pilot.  :ph34r:

I know that simmers think there is some grand penalty for using spoilers (thank the VAs who measure this parameter for reasons that have no bearing in reality) but if you need them, use them.

 

Agreed!  The last dozen or so flights I've been on in the past year all have used spoilers in the descent.  I never found it causes any real buffeting or discomfort.

Agreed!  The last dozen or so flights I've been on in the past year all have used spoilers in the descent.  I never found it causes any real buffeting or discomfort.

I agree with you. Occasional use of speedbrakes on descent is not objectionable. But for me there are some STAR and runway combinations that require continuous speedbrakes from cruise to turning final. An example would be FOOXX4, 19R at KTPA and RIIVR2 into any runway at KLAX is no bundle of joy. The T7and the MD-11 are no problem but the 738 is like greased lightning.

 

 

RIIVR2 into any runway at KLAX is no bundle of joy.

 

Agree, also HEC.ZIGGY4 landing West at KONT.. at least you're crossing over KONT around 12,000-14,000 going into KLAX.  Landing KONT you start at HEC and litterally drop over the San Bernardino Mountains into a turn to final that will be a failed attempt without preplaning back at HEC.  I love the MD-11 for correctly getting the speed down before even starting down.