Jump to content

zubart

Members
  • Content Count

    406
  • Donations

    $0.00 
  • Joined

  • Last visited

Community Reputation

5 Neutral

About zubart

  • Rank
    Member

Profile Information

  • Gender
    Male
  • Location
    Honolulu

Flight Sim Profile

  • Commercial Member
    No
  • Online Flight Organization Membership
    none
  • Virtual Airlines
    No
  1. Note sure if this was mentioned,,,,,,1964, "Fate is the Hunter", Glenn Ford. Great movie!
  2. I would have to say x-plane 10, IXEG's 737CL and PMDG's DC-6. I fly more x-plane now than FSX.
  3. I have an 8700 too and installed a 960 in it and It would not boot up at first. It's been a while, but I remember it was a simple fix like a BIOS update from Dell.
  4. I've been using the PMDG 737NG since it first came out so I know it pretty well, I thought and I think it's a great MSFS product.Today I found an error with a dual-autopilot go-around. On a CAT IIIA approach at minimums, I executed a MAP by pushing the TO/GA button twice, twice to get a full thrust go-around. I noticed that the B autopilot disengaged, the A remained on, and there was no autopilot ROLL controll of the airplane with A on. The go-around should have been flown with duel-autopilots up to MCP altitude where B autopilot would disengage.I did another CAT IIIA, except this time I pushed the TO/GA button once and the go-around was flown correctly as a duel-autopilot go-around.Searching, I could not find any disscussion of this error. Is this a know problem?Thanks,John Floyd
  5. For CAT I approach, Desision Altitude (DA) is referenced to MSL height and determined by the BARO altimter, refer to the approach plate. The 737NG is certifided for CAT II/IIIA approaches using Decision Height (DH). Set the desision height using the RADIO MINS selector on the EFIS control panel. All CAT IIIa approaches must use autoland in normal ops. CAT II is not an autoland.For CAT II (DH), set approach plate minimums or 100' (which ever is higher) RAIDO MINS. For CAT IIIA (DH), always set 50' RADIO MINS.Good luck,John Floyd
  6. You should be able to just change or add a Speed Restriction just like you can in a real NG's FMC. The 744 I'm not sure but probley is the same as the NG's.BTW, All speed retrictions are considered by the FMC as at or below restriction.Good luck,John Floyd
  7. I was wondering if you use the MSFS acceleration 2X, or more at TOD and descent? This feature will cause IAS to increase. Don
  8. In my opinion the PMDG 737 does an excellent Lnav/Vnav appraoch but only on the first flight to a destination. I have found that if you try to do multiple Rnav approches it starts displaying inaccurate Vnav information. Not sure what you mean by (flaps 15 by 15nm for NPA..)?Good luck,John Floyd
  9. Like I said before, it's probably due to the slight headwind during the descent. When IAS is more than 10kts off FMC target speed, the FMC should add thrust to correct IAS. In your screen shot the thrust levers are up so it appears the FMC is preventing anymore IAS decrease. Also, the FMC knows at this point that airplane is going to intercept the Vnav Path very soon so it would not add any more thrust and waste fuel to accelerate to 250kts when it can just pitch down to get back to 250 kts after intercepting the Vnav Path. I would agree that maybe it should have been more aggressive in correcting to the FMC target speed but I can tell that the real NG does the same thing pretty much and would only correct the IAS to within 10 kts below FMC target. The FMC just doesn't want to add a lot of needless thrust and waste fuel. BTW, many airlines are requiring Vnav as the primary means of vertical navigation when available at airports. In other words, A RNAV/GPS approach with a Vnav Path descent is preferable over the old Dive and Drive method. Much safer.Good luck,John Floyd
  10. First, if you can master Vnav climbs and Path Descents then you have mastered this airplane. Vnav mode is the highest and most economical automation level on the NG
  11. First, your not that far off the computed Vnav Path, about 600 feet low. That's not bad and it appears to be correcting. I see the thrust levers are up so there is thrust to correct the situation. Also the airplane is passing 10,000 feet and the new FMC speed will be a modified 250kts. The airplane is behind programmed FMC speed probably from the headwind during the descent. If the current descent winds differ from the FMC descent forecast winds, the airplane will be off target FMC speed. A headwind is going to shallow the airplanes rate of descent to stay on the Vnav Path and a tail wind will increase the airplane rate of descent to stay on the Vnav Path. Remember during a Vnav Path descent FMC target speed is just a target for the known wind conditions. The airplane will always pitch to stay on the Vnav Path and disregard FMC target speed until a limitation is met. I see you have modified your FMC Vnav Path descent speed below 10,000 to 250 kts. The Boeing recommendation is 240 kts and there is good reason of this. First it keeps a 10 kt buffer from the FAA 250 below 10,000 rule. Also it also provides a buffer to prevent Vnav Disconnecting when forecasted descent wind are off and the airplane keeps pitching down to stay on the path. As soon as IAS hit's 255 kts, you'll get a Vnav disconnect.So try to stay away from 250 kts when in Vnav Path descent mode. Also, If you want to avoid Vnav disconnects during a Vnav Path descents below 10,000 feet, then change the descent speed below to 230 kts and that will provide plenty of buffer.Good luck,John Floyd
  12. Just to add, the PMDG 737 trailing edge flaps are correctly modeled. With the engines shut down, electrical buses powered and the B hyd pumps on, the flaps will cycle on the ground. Make sure the B Hyd pumps are on and the Low pressure lights are out on the overhead panel. Operating trailing edge flaps electrically is an alternate mode in flight and used mainly in an emergency if there is no B hyd system pressure. Good luck,John Floyd
  13. On a 737NG, the trailing edge flaps drive unit is powered by the B hydraulic system in normal mode. If you loose the B system, then the trailing edge flap drive unit is powered by an elctric motor when the Alternate Flap mode is selected on the overhead panel.Bur your right, with the engines shut down, and B hydraulic pumps on, you would be able to cylce the trailing edge flaps and the leading edge flaps with hydrualic power.John Floyd
  14. >I have a slight problem with my FS9 pmdg 737s>>Every time I prepare for take off, engage A/T, A/P,F/D etc. I>accelerate until V1, and just before VR, there is a "engine>fail" comment and my both engines stall with no possibility to>turn them on again(even after pressing ctrl+E). I have to>close the current session and restart it, then it doesn't>occur anymore. I started both with cold&dark profile, with>already engines running on the active runway, with FMC>programmed, with none FMC etc. I tried different>configurations and nothing works. It is on all my 737 models>(-6..-7..-8..-9..). I have no programmed failures 'on', enough>fuel, do everything (I assume) I should. It is always the>first run.>Any advice please?:-hmmmI remember this was a know problem too years ago. Sounds like to me that one of the required update files is not installed.737NG Base Product V1.2737NG V1.2 to V1.3 update Good luck!John F.
  15. Not sure I know what you mean by a soft Autopilot disconnect. There's no such term that I know of in real world NG flying. The NG autopilot will disconnect compleately when any one of the autopilot disengagement criteria are met, and that list is long.John F.
×
×
  • Create New...