Avroboeing
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Any dent panels for 737 800 around
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Because you're such an expert? Pfft. Ashley Frew.
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I can't talk on behalf of the original poster, but as far as the airline I work for goes, I'd say that on the 738 flights that I've flown jump on, 98% of the flight was conducted using the very same Checklist/Procedures as the NGX (are you surprised? Don't be. Such is PMDG). The remaining 2% is split between company variances and flying according to conditions. I was surprised at how much I knew what they were doing, and I'm sure you'd be equally as surprised when you get to ride the jump. One other thing that I noticed, which the original poster illuded to, was the fact that the runways seemed bigger!? Maybe it's just the flight sim or my screen resolution. On the real thing, looking out towards the runway, I get the thought of... "if you missed touching down on the runway, you must be trying reeeaaally hard to get fired".(CAVOK). Anyway, I've hijacked the post, great post. Ash Frew.
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You can still ride jump... If you work for the company. There are other requirements too. I can't remember how many times I've flown jump. It definitely pays to work for an airline if you have an interest in aviation/aircraft. Ashley Frew.
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Ahuh! That's what I was doing wrong then. I have the scroll wheel mapped to something else. All this time i've been left/right clicking to turn the knobs. Thanks everyone. Ash Frew.
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Peter, it takes much more than 10 seconds to set an altitude of 30,000 ft from 0 ft on the NGX; and again, trying to set minimums to a value greater than a couple of hundred feet is absolute torture. I've just uploaded a video comparing the NGX and a real 767's MCP altitude select knob speed. Sorry that I couldn't compare it to a real 737, but I couldn't get anywhere near one last night as I was kept well and truly busy on the featured 767. http://www.youtube.com/watch?v=xh-U07E-cig&feature=youtu.be Ash Frew.
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Yep, that's what I meant.Thanks Peter. Ash.
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So would that mean its basically there for crew awareness? (I.e. calculated fuel/distance at/to the airfield or airfields inserted into the FMC). Ash Frew.
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The problem isn't isolated to the altitude select knob, but also to the other knobs on the MCP and EFIS select panel, in the NGX's 3D cockpit. Though the problem can be overcome by proper management of the flight, it is an absolute nuisance, particularly when wanting to set a Decision Altitude (Height) that is greater than a couple of hundred feet (refer to NZQN and LOWI charts for examples). I know there are work arounds i.e. buying a more sophisticated mouse or by using a Radio Altitude DH, but these solutions are besides the actual point of the slow rate of numerical increment/decrement. With that said, a fix would be desireable but not entirely essential. Ash Frew.
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My company's manuals reflect what Jack and Matt have said. It's based on one engine inop diversion speed, still air & ISA conditions. Ash Frew.
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Don't use the Qantas indices. They are all incorrect. Search for Qantas Cost Indices in this forum. They are available to anyone who look hard enough. Matt is a 737 pilot. I wouldn't be so dismissive of what he shares. My experience by riding the jump suggests that his statement holds truth.Ash Frew.
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Noted. Thank you.Ashley Frew.
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I suspected as much. I usually set the Missed Approach Altitude at the FAF for this approach, but was hoping someone would be able to provide specific guidance. Thanks Rick, appreciated.Ashley Frew.
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I've been wondering the same thing. Thanks for bringing up the topic for discussion.So what happens when you're not given a MDA? Instead, all that you are given is a DA(h). Refer to the public chart below. I also have company charts, and they don't specify an MDA either. http://www.aip.net.nz/pdf/NZQN_45.3_45.4.pdfThe chart is for an RNAV(RNP) approach into Queenstown, New Zealand.The approach procedure I use is in the FCTM section 5.67 - Inst App - RNAV(RNP) SAAAR/AR.Ashley Frew.