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About Spin737

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  1. Spin737

    Trim question for PMDG 737NGX

    You'll set the trim from the FMC on the ground. You'll rotate and pitch up to ~15deg and set the trim again to remove the pressure on the yoke. At acceleration, you'll pitch to ~9deg and you'll have to trim until you're done accelerating to 250kts (or whatever your target).
  2. Spin737

    About the cost index and the derate/CLB setting

    I haven't really spent time looking at the N1 page to see what setting we're at, but I do watch for the indication to go from R-CLB to CLB at 15,000. You can see the split on the needles, too on my A/C's configuration. The caret for CLB is above the reduced and they slowly match up as you climb to 15k.
  3. Spin737

    Trim question for PMDG 737NGX

    THAT particular battle is a very old one and many (most) of us know of it.
  4. Spin737

    Trim question for PMDG 737NGX

    Think about this, too: If you're applying pressure to the yoke for pitch, you're not flying the tail as cleanly as you could. More pressure = more drag. Interesting aside regarding trim: I was in the sim (full-motion) a few days ago doing my recurrent and the instructor had us doing stall recoveries. The scenario was an auto-throttle malfunction on an ILS approach on final. The auto-throttle idled the engines and we're supposed to ignore the warnings until buffet/shaker. I get the shaker and pushed the nose over and then added power. The nose came up to a good attitude, but wouldn't stop raising even with the yoke full forward! So, I pulled the power back to maybe 80% while I was working on getting the trim set. My officer, doing his job of calling out any omissions, asked if I would like more power. NO! (I may have said it a little too harshly. Sorry, JP.) The underslung engines were providing more of a pitch moment than the elevator could control, so initially I had to reduce power so we didn't end up in an upset. Once I got the trim set, all was okay and we cleaned up and it was my FO's turn.
  5. Spin737

    fast way to set MINS

  6. Spin737

    Takeoff config and cabin altitude

    That's a relatively new addition to the 737.
  7. Spin737

    Engine badly start with Oil Temp stuck

    You should’ve tried the prosecco fix first! 😀
  8. Spin737

    Engine badly start with Oil Temp stuck

    I'm not sure about sim stuff (odd, I know) but don't you have the cheater to show you where the commanded N1 is? Also, I would have all bleeds on and the ISO VALVE in AUTO or CLOSED, not OPEN.
  9. Anchorage-based Captains I used to fly with called it the “Lever of Shame.” Of course they’re a different breed and they all learned to fly on the 737-200 which is also a different breed.
  10. Spin737

    Backcourse landing problems

    I think it is an option. It's in the FCOM as an FMA indication, but I don't know how you'd set it up.
  11. Spin737

    Backcourse landing problems

    Hmmm. My plane can’t do BC without LNAV.
  12. Spin737

    Flaps question

    F15 is not only for OEI at all airlines. It's in the Normal Procedures section of my manual as of a couple years ago. I think American Airlines has had them for quite some time.
  13. Spin737

    Backcourse landing problems

    Are you doing this in LNAV/VNAV?
  14. Spin737

    Flaps question

    High altitude airports may actually require F15 landings due to climb performance. Urumqi, China, eg.
  15. Spin737

    Autolandings cant execute

    This is what I term a "Sim-ism." You don't need to capture the LOC before you arm APP. And you can't capture the G/S unless you're in APP mode. Here's how you do it: Get your intercept heading, Verify you have LOC and G/S indications on the PFD (not the FMA, the needles), Identify the station (eg ICJL) on the PFD, Arm APP, Select the 2nd A/P. Reversing the order of the last two items is what gets most people.