zubart

Just to add, I believe in the USA, if an Airline chooses not to do Circling Approach training in the simulator, then thier Circling Approach minimums are set at 1000'AGL and 3 miles Visibility for all circling approaches.Floyd

Search the Internet for a free chart source. I think Jepps sells STARs, SIDs and APP charts on CDs for a reasonable price.Floyd

>Dear All,>>I use FSNav for my flight planning and import this into the>FMC. I am aware that it is not always advisable to put all of>the route (star) into the FMC due to weather changes/runway>changes at destination. However, the STARS in FSNAV do not>seem to be the same as those in the FMC. Secondly how easy is>it to see the route when nearing the airport on the display. I>seem to be getting in a real mess anf flying another 40miles>back from the airport to rejoin a new STAR.>>Should my last waypoint be 40 miles from the arrival airport?>Should I then select the airport and relevant STAR? How do I>know that this is the correct STAR for that route. Err I dont>have any charts yet!>>Any help on procedures would be greatly appreciated. >>Thanks>>Andrew>A STAR is a preplanned instrunent flight rule (IFR) air traffic control arrival procedure published for pilot use in a grphic and/or textual form. STARs provide transition from the en route structure to an outer fix or an instrument approach fix/arrival waypoint in the terminal area.With that said, flying away from the airport to join a STAR won't happen in real flying. Use common sense. Get some STAR, SID and Approach charts and plan your flight better. Use the PLAN view on the EFIS control panel and STEP through your waypoints on the LEGs page of the FMC. Insure you don't have any back tracking legs. Delet them if it doesn't make sense. Usually ATC asigns a STAR that begins somewhere between the departure airport and the destination airport. It is possible though for a STAR to end pass the destination airport such as if the STAR your on arrives from the east and the airport is landing to the west.Floyd

>This is just a curiosity question:>>I've always wondered why on the 737NG (any model) overhead>panel as implemented, indicator warning lights for the center>fuel tanks are always off regardless of the state of their>respective pump switches.>>Those for left and right tanks come on when their pumps are>off.>>Perplexedly yours,>>>>>>>Because.....Center Tank Fuel Pump Low Pressure Lights - Illuminated amber if fuel output is low and Fuel Pump switch is ON.- Extinguished if fuel pump output pressure is normal, or Fuel Pump switch is OFF.Main Tank Fuel Pump Low Pressure Lights-Illuminated amber if fuel pump output pressure is low, or Fuel Pump switch is OFF.-Extinguished if fuel pump output pressure is normal.Make sense now?Floyd

Just to add to this excellent explanation, that you'll notice if the airspeed does get too far below FMC target speed on a VNAV PTH the autothrottle will eventually add thrust. When the airspeed is below FMC target speed like you describe, its usually because of a greater than forcasted direct headwind. Also you'll notice that a greater than forecasted direct tailwind will cause the opposite to occure, airspeed faster than FMC target speed.Floyd

For previous post.Floyd

>Hello All ->>I having trouble with the FMC during my descent/approach phase>of flight. After ATC gives me my vectors for approach, I>selected the assigned runway in the dep/arr page of the FMC,>then follow the heading ATC instructs me to. Now when I view>the Progress or Route page of the FMC I receive the Route>Discontinuity msg. >>The approach shows up at the Airport, but if I'm flying away>from my next waypoint the ATA and Distance are messed up.>>I guess my question is, what is the best way to fix this Route>Discontinuity? Should I throw a waypoint in before the IAF? >Or do I just "Direct-To" my IAF? If so, whats the best way to>do that in the FMC? >>>Of course I'm at work, so I dont have my manuals readily>available ;) . >>Thanks!>-Rob>Captain 737-800/900>Delta Virtual Airlines Always insure your Active Waypoint is correct on the upper right corner of the ND.If your on ATC vectors, you just need to contruct a "Direct To" also called a "Intercept Leg To" the FAF, OM or appropriate fix. On the Legs page, line 1L, enter desired waypoint over presently active waypoint or route discontinuity. Now, see the INTC CRS prompt displayed in line 6R? Enter the desired intercept course in the INTC CRS line. Observe the desired course is displayed on line 6R, push the Exec key. Correct any other route discontinuity's by line selecting any appropriate waypoints a moving them up into the box prompts.

The airplane can remain in TOGO mode as flaps are retracted. LVL CHG is OK if you want to switch to that pitch mode retracting the flapsbut you'll have to "bug up". Engageing the autopilot will engage LVL CHG or push LVL CHG in FD mode. Floyd

>Quick question,>>If the FMC calculates V2 at 148 do I put this speed in the>IAS/MACH window, or do I add the +20 (168) myself.Yes, V2 (148kts) allways goes in the MCP IAS window. Do not add +20kts to it.>Also when my initial climb is at 168 knots it seems my nose is>at>around 20 deg to maintain that initial speed until I bump it>up to around 220 where I start my flap retraction, not sure if>this is the>correct procedure.Yes, TOGA will settle down and hold V2 + 20kts, so 168kts. 20 deg deck angles are not unusal during takeoff.Floyd

Kris,Your right We really need to compare a real NG with the PMDG NG, not a 15 year old -300. Floyd

The PMDG guys got it right. Pushing VNAV above 400 feet RA will send the airspeed bug to 250kts. Thats right.It is not a standard takeoff technique to engaged VNAV just after takeoff and when the flaps are still down even though it can be done.Boeing says to engage VNAV above 3000 feet mainly so you don't exceed flap speeds (could takeoff with flaps 15) and don't bust Class D airspace speed limits.You former PIC and 744 drivers need to learn the proper takeoff technique when flying the NG.Very happy with this product. Good Job PMDG!Floyd

This is my two cents worth,The PMDG guys got it right. Pushing VNAV above 400 feet RA will send the airspeed bug to 250kts. Thats right.It is not a standard takeoff technique to engaged VNAV just after takeoff and when the flaps are still down even though it can be done.Boeing says to engage VNAV above 3000 feet mainly so you don't exceed flap speeds (could takeoff with flaps 15) and don't bust Class D airspace speed limits.You former PIC and 744 drivers need to learn the proper takeoff technique when flying the NG.Very happy with this product. Good Job PMDG!Floyd

Brad,Next time you go flying, climb to 10,000 feet with VNAV engaged and level off for a short period of time. You'll see what I'm talking about. AS soon as the altitude hits 10,000 feet the commanded speed bug will repositon to the FMC ECON CLB speed. It does not stay at 250kts.There are many times when ATC will Step Climb you up to cruise, oh such as departing the Los Angeles area. You may have to fly at 10,000 feet for a short while or any other altitude for that matter. Right?Floyd

Its doing what it should do, its in TOGA mode.If you are pushing TOGA for takeoff the autothrottle maintains takeoff N1 thrust limit as selected by the FMC. To get the desired response that you want, select LEVEL CHG above 400 feet RA and the airplane will hold the airspeed at the time it is selected. This is probably not a standard takeoff proceedure in the NG. Read a tutorial.Floyd

You need to give more detailed information.Floyd

>Perhaps it knows that the speed limit at or below 10,000 and>is 250kts (I assume you have it dialed higher?).>>>Nope. The FAR says that no one may operate an airplane BELOW 10,000 feet MSL at an indicated airspeed of more than 250 knots. Floyd

Yes, the FMC is programed correctly. I'm not talking about passing through 10,000 feet on the way up to a higher cruise altitude, mine accelerates to FMC SPEED also. I'm talking about leveling at 10,000 feet.Let me try again. Climb to 10,000 feet in VNAV. While the airplane is leveling off at 10,000 feet the commanded speed on the PDF should change to the FMC's speed on the CLIMB page which is a higher speed above 10,000 feet. Instead the PDF's commanded speed stays at 250kts while the airplane flys at 10,000 feet. Also, at 10,000 feet or above, there is no 250kts restriction so why is the FMC commanding 250kts in FMC SPEED mode? Floyd

Excuse me if this is a known issue, but I've never seen it mentionioned.After the airplane climbs to and levels off at 10,000 feet in VNAV, the commanded indicated airspeeds stays at 250kts when it should be going to the FMC SPEED that is on the CLIMB page. Would be nice to see this changed in the next update.Overall very happy with is product. Nice Job PMDG!Floyd

>Should I be hearing the trim noise when descending or just>during autoland? I've yet to use autoland, and the only trim>noise I hear is when I trim manually with AP off.>>ChrisYes, you should be hearing it when descending or any time the stablizer is being trimmed by the Autopilot or when you are manually trimming the Stablizer during any phase of flight.You can hear the Autopilot trimming if you listen. Autopilot trimming is much more suttle than manual trimming except during Approach and Go-Arounds when flap setting changes are being made and require faster STAB TRIM trimming.Floyd

>> I could be wrong but where exatly does it SAY that a single>channel approach will NOT perform checks at G/S? Single CH>should STAY if only one A/P is engaged when passing 1500 RA>(NOT 1400 RA) and the ONLY differences in a single channel>approach are>>No automatic FLARE, flare manually**>>No automatic LANDING, disengage A/P at least be 50' RA>>No automatic GO-AROUND F/D only.>>>**Our 700 NG pilot stated that the 700 NG will perform an>AUTOLAND IN SINGLE CHANNEL! It is not CERTIFIED to do so (no>cross checking) BUT regardless of what is written it CAN>autoland and FLARE in SINGLE CHANNEL. >> This still does not mean that we should have SINGLE CH>removed at 1500' RA.>> > >>[h4]Best Wishes,>Randy J. Smith>http://www.precisionmanuals.com/images/forum/betaimg.jpg>>AMD 64 3200+ | ASUS KV8 DELUXE | GFORCE 5700 ULTRA>@535/1000 | WD SATA 80 GIG | 512 DDR 400 |I'm pretty sure at 1500 feet RA, each pilots deviation alerting system self-tests in Single and of course Duel channel. I'm not totlally sure about FD mode, but I think it does.I don't think it's possible to autoland using Single Channel. You'll never get FLARE ARMED for one thing and without that how is the autopilot going to flare? The way the thing works in DUAL CHANNEL is the autopilot using the least force is in charge and when the other autopilot disaggrees with the one in charge they both disengage, giving controll back to the pilot. FloydFloyd

>On descending I hear a sound like a 35 mm camera taking a lot>of pictures. Shutters going off in succession.Sounds like your hearing the STAB TRIM wheel rotating whenever the autopilot or pilot is trimming the stabilizer. That's what it sounds like in the real airplane.Next time you go flying, trim up or down and you should be able to hear the STAB TRIM wheel rotating.Floyd

After installing the -800/-900 addon, I was having random #1 engine failures at V1. I had been starting FS with the PMDG 737 -700 as the default situation. After I deleted this situation and started FS with a FS airplane, the V1 engine failures have disappeared. Now I create every flight when flying the PMDG 737.By the way, very happy overall with this product. Good Job!Floyd

OK, I stand corrected. Floyd

737 Operators Manual says:RW/APP CRS ERROR - U10.4 and later: During approach, MCP selected course does not match front course for the approach in the active flight planRW/APP TUNE DISAGREE - U10.4 and later: During apprroch, manual tuned approach frquency or channel does not match active flight plan.The RW/APP CRS ERROR message doesn't seem correct.Floyd

>You (and I) expect it to resume the 1000 FPM descent when the>MCP constraint is removed. I just don't know if it would do>this in real life or not.Yes,it should resume the descent at a 1000 fpm desent until intercepting the idle descent VNAV PATH, but in this simulation it doesn't.Floyd