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About Spin737

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  1. Spin737

    KSEA ILS 16's Autoland PMDG737

    Don't worry! Clippy is here to help.
  2. Spin737

    KSEA ILS 16's Autoland PMDG737

    Don't land on 16L - IT'S CLOSED FOR CONSTRUCTION! 😉
  3. Spin737

    Several questions about the 737 NGX cockpit

    You're right - it's semantics. But the gauges (and Limitations) say "SAT" or "TAT" and people get confused on which is which sometimes. Eg: I was flying in to PANC one afternoon and the pilot I was flying with was surprised to see snow. "It's 5C and it's snowing?!?" I told her, "That's TAT and it has ram rise. Check out the SAT. It's -2C." Mystery solved.
  4. Spin737

    Several questions about the 737 NGX cockpit

    We don't typically use OAT in the air. It's usually SAT and TAT.
  5. Spin737

    FCOM in NG3

    Are you talking about checking the spar valve on engine start?
  6. Spin737

    Strange SID path in my B738 FMC

    Looks like the SID was coded wrong to me. Probably not something you did. I think someone will be along in a bit to tell you how to check the SID and make sure it says R-turn and not L-turn in the airport data files, or some such.
  7. Spin737

    Question on descent for real 737 Drivers.

    Yes. However, I see a lot of not understanding VNAV SPD by some of the, ahem, more seasoned pilots at my airline. The younger guys and gals I fly with now seem to be okay. Also, the big gotcha at my airline is we set "The bottom" of the STAR in the MCP and let VNAV PATH handle all of restrictions down to the bottom. If a pilot decides to exit VNAV, we are supposed to change the MCP back up to the next restriction. Some pilots think, "Oh, I'll just put it is V/S for a few seconds to rejoin the PATH and not reset the MCP." But then they forget and a restriction gets busted.
  8. Spin737

    Question on descent for real 737 Drivers.

    I second Joe's technique. Half of the safety reports I read are guys getting violated for busting altitudes because they were cleared to descend via a STAR but decided to use V/S. STARs are often designed with VNAV in mind.
  9. Spin737

    Southwest Airlines Shark Week Liveries Released

    Saw Mako at SJC yesterday.
  10. Spin737

    VNAV computing during vectoring LNAV

    If there was a question as to whether it the plane is following a “path” climb or a speed, you would simply need to look at the FMA. If you see N1 and VNAV SPD, you’re climbing based on the N1 (power) limit and the speed restriction from the LEGS or CLIMB page. This combination would not follow a computed ROC,
  11. Spin737

    VNAV computing during vectoring LNAV

    Hopefully, someday, I'll get that experience.
  12. Spin737

    VNAV computing during vectoring LNAV

    VNAV does not change climb rate. It only commands an airspeed at CLB, CLB-1 or CLB-2. It will level you at the lower of any LEGS restrictions or the MCP. It's possible I'm missing some option, but in my experience, it's basically full thrust until you get to the next restriction.
  13. Spin737

    Trim question for PMDG 737NGX

    Hmm. The nose shouldn’t go down quickly. You should have the plane trimmed so that you can release the stick and the nose stays where it was.
  14. Spin737

    IRS reset

    It's Alaska or Alaska Airlines if you want to be fancy. I've done Barrow and Deadhorse many times & never felt the need to do a quick-align. During the shut-down flow, I turn off the IRS and when we do the shut-down checklist, I turn them back on. They're off long enough to reset and aligned before it causes any problem. The only *possible* exception I can think of would be if the wind is blowing so hard that the plane is shaking and it's giving enough motion to upset the realign. I've never experienced that. We run the hydraulics the whole time so the controls aren't flopping around and shaking the plane, too.
  15. Spin737

    Trim question for PMDG 737NGX

    Exactly. $35M yoke or $15 joystick - you trim it for hands-off.