penguin2001

We do it before we request push back and start clearance. We coordinate with ground engineer to make sure that all control surfaces are clear of people before we turn on the pumps and pressurise the hydraulic system. We don't turn off the A system as we use the bypass pin which de-pressurises the nose wheel do it can be turned by the tug.

ZGSD exists and is still operational. For some reason you need to make a special request from Jeppesen to get the navdata and charts. There are a few places around I know of that are like this. The other one I can think of is Halong Bay Airport in Vietnam.

I used all modes today. Started in VNAV as we were on profile. Then after an intermediate level off we were high so LVL change to get down and then used V/S with the RoD in the FMC descent page as a guide while being vectored for the approach. Then back into VNAV for the GPS approach. The mode I use depends on the situation. VNAV is great. Good protections and profile management. However, it will need to be updated with any new speed restrictions given by ATC. A 310kts decent is different to one at 250kts. VNAV is great when given an early decent. 1000fpm until it catches the profile. VNAV is not a good mode to use if you are already high. Best to use LVL change. If you used VNAV it normally pitches down and gives you a crazy RoD as it attempts to catch the profile. The airspeed shoots up until it hits the VNAV limits and then transitions into VNAV SPD. It's a wild ride and not fun close to the ground. In a climb I will not use V/S up high above FL200. Its a bad way to end up stalled. Normally use V/S on the climb if the change in altitude is 2000ft or less to keep things smooth.

Switching it off on the ground is a bit odd , at least in our operations. From memory though on some models you may switch them off on the ground as when you go to APU power, it will be load shed. Normally switch is left on all the time. You switch the packs off for start so there is no air going into the trim air anyway.

Some companies use a FOQA (Flight Operations Quality Assurance) system. Airline will input the parameters and when it's exceeded it will send operations a message and the data will be reviewed. The data is used to identify an trends that may affect the safety of flights. It's designed to help improve the safe operation of the aircraft by being able to review these situations. Stick to the company SOPs and you should avoid getting a FOQA.

Request::Hong Kong Express Airways and Hong Kong Airlines (Also as alluded to by 'Wunderlicht')Also would love to see Malaysia Airlines and Garuda Thanks

It's actually a good idea when you disconnect the A/P to also disconnect the Auto-Throttle at the same time. The reason being - thrust changes on jet engines mounted under the wings will cause pitch changes. When the A/T increase thrust the nose pitches up and vice versa. So if you were hand flying the approach with A/T still connected, you can start to pitch around as you compensate against the pitch changes cause by the auto thrust inputs. So that's why it's a good idea when hand flying, to also disconnect the thrust to keep things smooth and predictable and you don't end up 'fighting the automatics'. A really good example of thrust-pitch relationship is that in a Go-Around, you apply so much thrust quickly that the nose will actually pitch up to more than the correct attitude. That is why in a Go-Around in the 737 you actually push forward on the controls to prevent over rotation.

One AC source = Get back on the ground ASAP. However, One AC source can power both Main AC Transfer Buses via the Bus Tie Breaker/Bus Transfer. The common problem associated with this is no Automatic Approaches because the Bus Tie Breaker will open on final approach to separate and protect the DC system and to provide Autopilot electrical source protection. This is good protection when BOTH Generators are working but will cause the AP to disconnect when only on ONE Generator. Most of the time if a generator drops off-line the APU is always available and the flight can continue. The APU can provide electrical power on the NG up to FL410 (Max ceiling) and you still have two AC power sources. In the even you lose an engine. Its always good practice for the non-flying pilot to fire up the APU and get it started as soon as they have a free moment. The QRH will call for this but then you will be sitting around for about 1 min while the thing gets fired up. (For me in the engine failure on T/O - I will always fire up the APU once the flaps are up/light out along with selecting Max Cont Thrust, Level Change (if we still need to climb) and suggesting to engage the Autopilot to relieve some workload and free up some mental capacity.) Something to keep in mind are the cardinal rules of the electrical system on the 737:- No paralleling of AC sources- One source can power a bus at a time - last connected source will disconnect the previous source- Min 2 sources of AC power in the air

By the sounds of it, I had a similar problem. Flight1 has a program that fixes the registry for FSX and this fixed it for me.

Thanks for the chart, very interesting. Look forward to whatever you may post in the future. Always interesting to different procedures from around the world.

Martin, How do you log into the Electronic Route Manual?

I also have the feeling when I fly the 747 that the roll needle doesn't deflect far enough. Hopefully this isn't a fault with the software and this FD is in-fact accurate. The 737 I fly for work has a very noticeable deflection.When I play with the 747 I've been caught out and missed a turn as I've missed that the FD is commanding a roll.

I've just completed my type rating on the 737NG. You are expected to have a good knowledge of the system limitations, operations and fault/failure indications (what does the light mean). Not so much on how to fix the problem - thats what the QRH is for. In regards to knowing supplementary procedures - there is no reason to have these memorised. You hardly use these is day to day operations and when you have to do have to do it you get the manual out/cockpit paper explosion