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Jetstream96

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Posts posted by Jetstream96

  1. Posted

    Understood.

     

    I am muddling through the attached manuals, but they are dry for a person who has no background. They also don't really explain things in depth, just go through the motions.

     

    https://www.faa.gov/regulations_policies/handbooks_manuals/aircraft/airplane_handbook/media/FAA-H-8083-3B.pdf

     

    I did find that, which may help. Would that be a good reference?

     

    If you are not familiar with single-engine aircrafts or basic VFR flying, that book would definitely be very helpful. When I was new to FSX I learned a lot of piloting skills from that book. There is another book which focuses on IFR flying, e.g. ILS/RNAV approaches. (see "Instrument Flying Handbook" in here: https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/ )

     

    However most of the topics in those books are for smaller planes, like C172 or Piper PA-44. Although the basic principles are the same for flying the NGX, there are quite a few differences. This is when FCOM and FCTM come in handy. There are sections in FCTM describing how to fly traffic patterns, RNAV approaches, etc.

     

    To sum up: You can use FAA manuals for learning basic piloting skills and FCTM for NGX-specific knowledge.

  3. Posted

    The Text section of performance inflight says:

     

    The speeds presented in the Takeoff Speeds table as well as FMC

    computed takeoff speeds can be used for all performance conditions
    provided that adjustments are made to V1 for clearway, stopway, anti-skid
    inoperative, thrust reversers inoperative, improved climb, contaminated
    runway situations or brake energy limits. These speeds may be used for
    weights less than or equal to the performance limited weight.

     

    Not sure if this clears some confusion for you.

  5. Posted

    Hi Rob, 

     

    I have a doubt there and didn't find a clear answer in the FCOM v2.

    Does the autothrottle needs the VNAV to be armed to reduce from takeoff thrust to climb thrust in the T7? 

    I didn't check that in the sim as I always arm VNAV on the ground, but on the NGX where I usually takeoff without LNAV/VNAV, the thrust reduction occurs even in TOGA pitch mode.

    I think no. If A/T is engaged it reduces the thrust to CLB at thrust reduction height, which is set in TO page 2/2. (The default is 1500 ft AGL, not 400 ft.)

  7. Posted

    I don't hit F1, just let the NGX work as designed. The fact that the VC throttles aren't at idle isn't a bug, it's the way flight idle N1 is achieved in the NGX. The N1 is correct. If you hit F1 to force the throttles closed you get an artificially low N1.

    I knew this is related to the way PMDG bypasses the FSX limitation. The interesting thing is that when I hit F1 above FL290 N1 goes down only momentarily (and then goes back to the original N1), but below FL290 throttles actually stay at idle upon hitting F1.

     

    Anyway this trick works for me so it may worth a try if nothing else works.

     

    Btw I set the A/T Override to "never". Not sure if this matters.

  8. Posted

    I've noticed that the A/T does not go to exactly idle at the start of VNAV descend. You can try to hit F1 after entering descend and will see the N1 is actually something like 5% higher than idle.

     

    What I do is press F1 at around FL290 and check thrust is reduced to idle. This should work fine. 

  9. Posted

    Vernon is correct. There is no PACKS OFF takeoff for the 737. There is BLEEDS OFF and UNPRESSURIZED, but in both cases the PACK switches are in AUTO. Even with the PACKS MELd, you have the switches ON.

    Oh indeed it's bleed off. My bad...

  10. Posted

    Ha, thanks! Couldn't turn the opportunity down.

     

     

     

    Is a packs OFF takeoff even approved? Never seen that procedure in the FCOM?

    Packs off takeoffs are used when the plane is heavy and OAT is very high. Not sure whether it's used often on 737NG, but it can be useful for wide-body A/C at OMDB during summer.

     

    The procedure can be found in FCOM, see supplementary procedure -> air sys. -> No engine bleed TO and Landing.

     

    Helios disaster ? Maybe thats why

    You notice TOPCAT has AIR CON off or on option!? Is this effectively BLEEDS OFF

    I guess that's why we have "engine bleeds - ON" "Packs - AUTO" in the after TO checklist. :P

  11. Posted

    In Airbus, fuel pumps are turned on as a part of the preflight procedure, i.e. the initial overhead panel scan. If you do it correctly there is no way to forget the fuel pumps.

    Also there simply isn't any "criuse checklist" for the real thing. Why do you want the developers to do it unrealistically?

  24. Posted

     

    I was going to post the same thing here. Now it's evident that the whole thing is just because someone wants more attention.

  25. Posted

    Setting thrust lever override to NEVER did not help.   I'm actually loading a saved "mid-air" flight where it is transitioning from the STAR to the approach.   So the FMC is not starting from the very beginning (takeoff, climb etc).  It's starting from where it was when I saved the flight.  I didn't use the SAVE STATE in the CDU but only FSX's SAVE.  I now suspect this to be the source of the problem. I'll experiment some more. 

     

    I'll post any findings.  Thanks.

    It's very likely the reason of this strange behavior.

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