badderjet

That's not up to me I'm afraid... :(

Been discussed at length here.

I've done that before, long time ago actually. It should be possible to trigger an effect from within a gauge, so I think this might be feasible. However I don't know for sure and I couldn't do that in any way haha. Look here as an example, used the stock 737 there:

Thanks. Actually yes, I was more interested in the technical aspect ("can it do that") than the actual usefulness during daily ops. Yep, I know that. I'm aware of the naming scheme, but that scheme obviously interferes with custom waypoint syntax here, which is why my issues originally arised. Thanks for the explanation though, I'm sure many will find this piece of information insightful. Thanks Ryan! I'm absolutely hoping for that! If you can, please do keep us updated should anything significant change. I'd greatly appreciate it.

Think it's time to dig out this old thread again. Maybe I've missed something but so far I can't see much change in waypoint creation with SP1c.I'd still like to be able to: reference new waypoints on existing user created waypoints, create waypoints on the fly from the REF NAV DATA page as shown in the video. I just tried something else again as per the video - I can create an along-track waypoint from a runway (e. g. RW14/-2 would work) but not a PBD one. Is this true on the real deal as well?The other thing that's still not fixed is that you still have to take care of where along track waypoints are sorted in. The manual clearly states that when entering something like XXXXX/10 or XXXXX/-10 you shall upselect it onto the original waypoint, and the FMC would take care of inserting it before (/-10) or after (/10) the original waypoint. This still doesn't work, especially not for the /10 case.FCOM Vol I, SP11.9:"[...] Line select the reference waypoint. (The FMC will automatically position the created waypoint to appropriate position.)"Would be very cool to finally have all this functionality in SP2. It's all so close, but still a few details that could need some improvement! EDIT:Ah, and one more interesting thing. Some RNAV procedures like RNAV SIDs have weird waypoint names like DF160 or the like, at least not five letters. Haha, now trying to play around with custom waypoints here can be interesting!Creating a PBD - no problem: DF160123/5 works as expected.However, what about an along track waypoint? Trying DF160/5 triggers a SELECT WAYPOINT page, with "DF" (!) as the waypoint... The FMC seems to think I want to create a PBD referenced on "DF", with "160" as the radial and "5" as the distance - a syntax dilemma? I can understand what the FMC is thinking here - but is there any way to solve the ambiguity?And by the way, DF160/-2 triggers an INVALID ENTRY altogether. And again, most likely because it thinks of an PBD with a negative distance, which it doesn't accept in any way.

For me they would only do that as long as the revs are up. Not sure if that's your issue though. As long as the reversers are unlocked there is no way to manually stow the speed brakes. I need to be in forward idle at minimum in order to be able to move the lever manually. Also a topic of another thread at the moment... Prolly a bug.

Correct. If I may add one thing, what I got taught is that, assuming you're flying without extra fuel (which isn't legally required), your engines could literally flame out 'upon rollout', if you will, when you fly to your destination, divert, hold 30 minutes and then land at the alternate. Obviously only in theory! :( There really is no such thing as a required reserve to land with at your alternate. I might be wrong but this is seriously how I remember it. Airline crews told me the same thing. However using FR fuel is accompanied by a mayday call (under some circumstances?? anyone? can't remember exactly).

Because precedent crews probably never ever leave anything at "random" positions, as they in turn also went thru their amplified shutdown procedures in order to leave everything cleaned up... :( Just a thought. BTW - there is no such procedure that "pushes" you to conduct it - it's part of your duty to conduct them, and you shall adhere to it for your very own safety...

Very true. IMO it's not exactly great practice to descend on a G/S if your LOC hasn't been established yet. I was always instructed to be at a maximum of half-scale deflection on the LOC before I was allowed to slide down the slope. I would reckon that's why many APs won't let you do that in the first place.

Or accidently break the FCCs. This can happen if you apply too much control force to the yoke (>110 lbf), read the intro doc for further information. Quite a cool "feature", but nasty when it happens to you. You might want to check the failure pages for broken FCCs. Just one of the possible reasons why an AP might not connect.

Ah yeah, kinda missed that one. Of course DES NOW is your choice if you are to descent in advance of the T/D, correct. Or V/S maybe, if 1000 is still too much. In fact I've seen RW situations where they dialed in 200 or 300 fpm initially. Certainly gave a smooth ride.

Sorry, as I'm not familiar with the route you're flying it would be helpful if you could post what airport you're trying to fly into.U/S means unservicable. Could be a prodedure that is to be conducted should that particular VOR be out of service.Regarding #1, although I'm not familiar with the approach you're talking about, a VOR/DME approach is generally not to be flown visually, since it's an IAP, obviously. However it might be followed by a visual segment. See LOWI in tut #2 for a classic example.Regarding #4, if you're talking about the HSI (if you're flying raw data) then no, I'm pretty sure the CDI doesn't change its shape at any time. It just indicates your deviation from the selected radial, but there is no such thing as a 'capture' indication.

Haha great. Last time I met you was in PAD a couple years back, maybe that was four years ago.

Thanks a ton Andrea and yeah, I'd greatly appreciate if you were to send a ticket about the speed brake logic. Would be great to have this sorted out one day.

That's the Jack Cowill approach of doing things, which is awesome. Other than that however, if you just continue to fly straight ahead after having passed the T/D, I believe there's still energy compensation which will automatically slow down the aircraft so you lose some energy that you can regain during your first, steeper part of the following descent. Obviously all these methods will have limitations and won't help much if you delay your descent too much.The DES NOW hint doesn't work, as Matt already suggested, as it's a common method for descending before having reached the T/D. In this case you'll descend at 1000 fpm until intercepting the original VNAV path, to put it in simple terms.

Yes, and I remember that one very well, which was why I directed my question directly to you. :( Yet I think my concern was about something a little different. I am aware of the issue you describe regarding the actuator.However what I observe is a different phenomenon (I believe): The speed brake lever is "locked" for manual operation under said conditions: Reject a takeoff above 60 knots and apply reverse thrust. As long as the reverse levers are up, the speed brake lever cannot be moved to the DOWN detent manually. I was wondering if the actuator inside could actually "lock" the lever for manual operation under these circumstances or if this behavior is not correct in the first place. If you say the lever could be moved manually at all times (regardless of what the actuator does) then this behavior would seem to be erroneous to me.

As for a quick solution, I'd suggest to select runway 08 on the DEP/ARR page of LOWI. Then go to LEGS page, upselect RW08 and then enter 079 at LSK 6R for the intercept course. This should give you a helpful line on the ND. Not exactly sure this was how it was intended in the first place though. Dito! I wasn't quite aware of this feature but it makes route entry even more elegant. Great stuff!

Hey Andrea I got a question for ya. As described above speed brakes will correctly deploy above 60 knots. However you say the lever can always be moved manually. On the NGX this is not the case here. Try to accelerate above 60 knots, then pull back into reverse. Speed brakes will deploy but cannot be stowed manually. You'll have to stow the revs first, then the speed brake lever can be moved. Is this correct behavior?

Ok people, aside from all this interesting grammar discussion, let me point out a tiny thing: I see the tutorial was done with imperial units in mind, as explained in the beginning, with the metric equivalents in parantheses. I'm just about to start the tutorial so I don't know if it's a consistent thing, however very often I see something like "(2.3 kgs)", page 33 for example. Whereas it should probably be 2.3 tons instead of kgs. Just a minor thing, but I thought I'd point it out.EDIT: Also, I just see on page 50 that 44C seems to be the assumed temperature that comes out of the performance calculation, but you're then asked to enter 45 into the FMC. Again, probably nitpicking, but not sure if that was intentional either.

#1 and #4 are my favs. With those you could've tricked me easily! Great job!

Funny. Just a few hours ago I found a magazine here that featured an article about the Icon release - couple years old. Must've missed it somehow, but threw it away a minute ago. I hear ya. That thing certainly lacks aircraft feel by all means.

Awesome. Color shading and contrast in #3, but esp #1 is superb. Great job.

Sweet, I actually started doing that paint a couple months ago but never posted any preview of it, let alone finished it altogether. Looks nice. :(

Second that, yes and yes.

Ok, I have no clue what they do, but sounds fair anyways, thanks! Amazing preview so far, just out of the blue! :(