zubart

1. Yes. It's on the ND (Navigational Display), top left corner. Here it displays ground speed and True airspeed. True airspeed is calibrated airspeed corrected for altitude and nonstandard temperature. Because air density decreases with an increase in altitude, an aircraft has to be flown faster at higher altitudes to cause the same pressure difference between pitot impact pressure and static pressure 2. Yes, it's the actual speed the airplane is traveling through the air and the speed filed on an ATC IFR flight plan. .

I think you’re asking, why do you need to load the ILS05 approach into the LEGS page. Standard procedure in the NG is to fly in the EFIS control panel Map mode and load an available approach procedure into the FMC LEGS page so that it is displayed on the ND (Navigation Display or "moving map"). You will hardly ever have an instance where the flight crew uses only raw data (EFIS control panel APP) to fly the approach in a NG.

You still need to sign your post. The gap from MIRSI to IOM10-4 is a VECTOR leg as it shows on the LEGS page. This particular STAR just does it that way. Actually, there is no route discontinuity on the LEGS page. The gap can only be seen on the ND. In the real world, ATC will begin giving radar vectors to the ILS05 final approach course. All this information is in the manuals and tutorials.......

Don't be shy, forum rules require you to post your real name! Thanks. This might get you going. Its very basic. It should work with 7,8 or 900. You need to read up on preflighting the FMC for flight though. This does not follow any tutorial. Push........RTE Type .......EGAA in the scratch pad Push LSK 1L ....... Moves EGAA to Origin airport Type .......EGCC in the scratch pad Push LSK 1R .....Moves EGCC to Dest (destination airport) Type.........25 (RWY 25) Push LSK 3L .....Moves 25 to active runway for takeoff Push .........DEP/APP Push LSK (Line Select Key on FMC) 1L …….. DEP (SID’s for EGAA) Push LSK 1L ………LISBO (SID) Push …...Activate Push ….....Execute Push ..............DEP/APP Push LSK 2R……… EGCC ARR Push Next page................... two times Push LSK 1L …………MIRS1b (EGCC STAR) Push LSK 5R……..ILS05L ( EGCC ) Push LSK 4R……MERCI (Transition to ILS App) Push….Execute Push LEGS Push LSK 4L….LYNAS (to the scratch pad) Push LSK 3L…. LYNAS is moved and end’s the route discontinuity Push…….Execute PERF INIT page Cost Index ………….. 50 Reserves ………… 5.0 (5,000 US LBS) Zero Fuel Weight ……. 115.0 (115,000 US LBS) Fuel………..11.0 (11,000 US LBS) GW WT/CRZ CG…… 126,000 US LBS (FMC will calculate by adding the ZFW and Fuel together) Trip/CRZ Alt…………..Anything less than Trip Push ……….Execute Push ………..N1 Limit and continue JOhn Floyd

Jean-Louis, This is not used for aeronautical navigation. Does anyone have an actual FZQA RWY 07 RNAV appraoch plate used for aeronautical navigation they can post?

quote name='richyboy422' timestamp='1334416626' post='2338505'] "Anyway a couple of things I wasn't sure on was when to start running the clock. The checklist states that it should be run when entering the runway but I had always done it as pushback commenced." Time is noted out of the blocks to start crew flight time for pay, contract and leagality reasons. "This links in with another question which is that if I get the times of a real world flight off the airline website are these times gate to gate or takeoff to landing?" Airlines usually want know OUT, OFF, ON, and IN; OUT (of blocks at gate), OFF (takeoff ), ON(landing) and IN (in the blocks at gate). These times track crew duty and flight time for pay and uty time legality reasons. Airlines are required by law to have accurate flight following and they do this with Dispatch. Dispatch needs to know when the flight actually gets airborne and when it arrives. Flight must arrive within 15 minutes of ETA. If not, Dispatch must begin a search from destination backwards to locate the flight. "If they are gate to gate then I am doing the correct thing and pressing the CHR button as pushback starts right? " The flight crew may note the times on paper or ACARS will do it automatically. The flight crew should start the time on the clock when the takeoff roll is started. "Another thing I noticed from the checklist is that Cont ignition is selected before taxi instead of before takeoff which is what I was used to, is this correct? " Yes. "Also should ignition be selected to both for takeoff/landing that way if one igniter fails the other will still function?" Airlines may have their own procedures. For takeoff and landing, the igniters were always left on L or R, and never both unless called for in a checklist. The reason was to save the igniter life. "And the last item is during start-up I noted that Hydraulic pumps B (Elec and Eng2) are selected on whilst the A pumps are turned off until after start-up. This seems odd to me but was wondering if this is the same procedure you guys use?" When I flew the NG for Aloha, it was: Hydraulics.................Pumps ON, Pressure, Quantity checked on the Before Start Checklist. Airlines may have different procedures though and alter the Boeing standard 737 checklist. They can alter Boeing checklist if they get approval from FAA. John Floyd

For an approach procedure, always set the MCP altitude window to the closest 100 feet above MDA/DA. Example: For a VNAV PTH, and MDA/DA is 420 feet then set MCP altitude window to 500 feet. During the descent to MDA/DA, you’re going to reset the MCP altitude window to the MAP altitude. The airplane will descend to the MDA/DA of 420 feet because it's an altitude restraint on the LEGs page. "FAF D4.2 LUB altitude constraint 5960 ft" I have never seen a FAF with a altitude constraint like this one? For simplicity, they are rounded off to the nearest 100 feet. I this something found in Europe? John Floyd

First, the proper procedure would be to set each altitude restraint in the MCP altitude window to insure that altitudes aren't busted as you depart and not set it to 15,000 feet. Only set the MCP altitude window to the actual altitude ATC clears you to. This backs up the LEGs page altitude constraint. If ATC had cleared you to 15,000 feet, then you would have deleted all altitude constraints on the LEGs page below that. The other obvious questions would be was VNAV engaged? Did you cross check the LEGs page to verify these altitude restraints are indeed on the LEGs page? John Floyd

Ryan, I think he's right about this. A TOGA go-around should have captured the MCP altitude of 3000 feet even if another vertical mode ( LVL CHG or VS or VNAV) is not selected and the vertical mode remained in TOGA. ALT ACQ should have engaged as the airplane approached 3000 feet followed by a ALT HLD. Of course Marc, I'm not sure what kind of appraoch you were flying, but after pushing TOGA, the autopilot disengages and the missed approach is hand flown with the FD. If you’re flying a CMD mode ILS with both autopilots engaged, then after pushing TOGA, autopilot B would disengage and autopilot A would fly the go-around. Marc, a screen shot might help. John Floyd

Or create an Along-Track Displacement waypoint in the LEGs page. Select YQM to the scratch pad (I'm assuming its on your Leg's page, if its not, add it) Type in the scratch pad: /-30 after YQM. Example: YQM/-30 Push the left line select key abeam YQM. A new waypoint will appear above YQM in the legs sequence that is 30nm from YQM, called YQM01 . Now type in the scratch pad: 250/100 (altitude and speed restriction to cross YQM01 at 250 knots and at 10,000 feet. Push the right line select key abeam the new waypoint YQM01 to insert the altitude and speed restriction. The FMC will calculate a TD to cross 30nm from YQM at 250 knots. John Floyd

Generally, I'll have to say speedbrake usage up to flaps 5 is okay. After gear down and flaps 15, the speedbrake handle should be stowed though. The landing gear drag will make up for the speedbrake drag. Speedbrake usage with higher flaps settings will cause noticable airframe buffeting and noise. Passengers will notice you screwed up at this point! If the airplane is still high and fast after the gears down and flaps are at 15,25,30 or 40, you probably should be thinking about a go-around and not pulling the speedbrake. Think stablized approach. John Floyd

It sounds like your autothrottle has been disengaged, but you believe it is on, If you intend on using the autothrottle to maintain airspeed during the approach, double check that the autothrottle is engaged. You may have accidently disengaged it when you disengaged the autopilot. If that’s not the case then add thrust to maintain VREF +5. If you start getting to fast, reduce thrust. It's that easy! Next time you fly an ILS, use the autopilot and autothrottle to capture VOR LOC and GS. Once established and stabilized on the GS, note what N1 thrust is holding the GS. This N1 target trust is a good ball park reference for all your ILS approaches. Now disengage the autopilot and autothrottle and manually adjust your controller thrust lever as necessary in increments to control airspeed. In normal situations, you'll just have to vary this N1 target thrust slightly. If airspeed is less than VREF +5, add just a little more thrust. If airspeed is more than VREF +5, reduce thrust slightly below the target N1 thrust setting. John Floyd

Last time I saw Rick at an AQP conference in Pheonix in 2009. Rick was "Professer of ETOPS" at Aloha. Fun guy to fly with. I think he went to Alaska to help develop your ETOPS program. He saw the end coming at Aloha and decided to move on. Tell him I said "Aloha!"

Ryan, is Rick P. still in the training department at Alaska?

It sounds like the mistake your making is not setting the MCP to altitude window to MDA +50 alttitude first before the MAP altitude. Make sure you set the MCP altitude to the closes 100 feet above MDA +50 first prior to reaching the FAF. After the VNAV PTH descent starts and the airplane is at least 300 feet below the MAP altitude and prior to reaching the MAP altitude, reset the MCP altitude window to the MAP altitude of 5000 feet. John Floyd

For an ETOPS flight, the airline will have a standard CI that the dispatcher uses when pulling the ETOPS flight plan. At Aloha, our flight plans were built with a 20 CI which gave a .78M cruise. The Procedure was for the pilot to enter the 20 CI on the ground when programming the FMC and leave it for the entire flight. If you didn’t use the 20 CI that was used to build the flight plan, and used a much higher CI, say 100, it’s going to require a bigger fuel load. A CI of 20 is going to burn less fuel than a CI of 100. So, it was very important to use the CI that the flight plan was built on. A flight may not meet ETOPS regulatory requirements anymore if a higher CI is used. John Floyd

David I really like everything you wrote in the entire post. Just want to add, "Safety First". Flying the airplane efficiently,and saving fuel for the company is a big factor too, especially with the cost of fuel so high now. When I flew the line at Aloha, management kept track of each captains fuel burn on the same segments. If you didn't fly the airplane efficiently, it showed in the numbers and you might end up with a call from the Chief Pilot. JOhn Floyd

Put it back down. If airspeed starts to increase greater than VNAV target descent airspeed again, pull the speed brake just enough to maintain VNAV target descent airspeed. If you above above 10,000 feet, I wouldn't worry about the message and accept the higher descent airspeed. If your below 10,000 feet you need to keep pull the boards as necessary to keep airspeed at VNAV target descent speed or VNAV will disengage. Take care, JOhn Floyd

Boeing and most airlines will train flight crews to fly the airplane first and wait until 1000 feet agl (acceleration altitude), before accomplishing the Engine Fire QRH checklist. A jets going to get there pretty fast anyway on two engines. As mentioned it can be started at 400 feet agl if the captain thinks taking action right away would be be beneficial to the outcome. Airlines train crews to use good CRM and not rush into an emergency grabbing handles and turning off engines at a low altitudes. It is certainly though Captains discretion to take what action he thinks necessary in an emergency. . John Floyd

After taking a look at a 737-700 Performance Handbook and Airport Anyalis, the biggest hit for using EAI was for a bleeds off takeoff and it was -400 lbs. The averge hit for using EAI was - 0 to -200 lbs, depending on certain airport conditons and runway lengths.

Not true. EAI must always be turned on for takeoff if icing conditions exist or are anticipated. There is no performance penalty for using EAI during a takeoff.

Yes you would of course. Keep in mind no airplane is certified to fly in severe icing conditons. You would always avoid severe icing in any airplane unless you accidently flew into it. Transport airplanes are certified for moderate icing condtions or less with proper anit-ice and de-ice equipement installed. Yes Jack, thanks for catching my typo error, I should of wrote OAT.

Turn on the WAI after flaps are up and if required. If de-cer with type II or IV de-icing fluid, it is usually on a urgent situiation to get the WAI on right after liftoff anyway. Normally WAI should be used as a de-icer which allows ice to build on the wing leading edge and then turning on the WAI to clear it off. YOu can use the WAI as a anti-icer but it is not the prefered Boeing method.

The engine TAI is only turned on when icing conditions exist or are anticipated, except during climb and cruise below -40C SAT (During climb and cuise at higher altiutudes and the OAT is below -40 SAT, not -40 TAT, turn off the Engine TAI). When Engine TAI is turned on, always turn the Start switches to continuous. What are icing conditions? Icing conditions exist when the TAT on the ground and for takeoff or in flight is 10C or below, and visible moisture in any form is present (such as clouds, fog with visibility of one mile or less, rain, snow, sleet or ice crystals. Icing conditions also exist when TAT on the ground for takeoff is 10C or below when operating on ramps, taxiways or runways where surface snow, ice, standing water, or slush may be ingested in the engines. Requires a ground deicing program to be in place at the airline or no flyiing. There is a caution associated with engine and wing anti-ice use. Caution: Do not operate engine or wing anti-ice when inflight total air temperature (TAT) is above 10C. John Floyd

After looking at photo's of NG's from numerous airlines from all over the world, none of them have this so called "option" installed. Would you mind producing a picture of a NG with this option installed? :Thinking: