• Content count

  • Joined

  • Last visited

1 Follower

About JoeDiamond

  • Rank

Flight Sim Profile

  • Commercial Member
  • Online Flight Organization Membership

Recent Profile Visitors

1,864 profile views
  1. The primary reason for the 40% then TOGA procedure is to insure the engines come up to takeoff power together. Often in the airplane when you push the levers to the 40% point one engine will reach 40% before the other. You wait until both engines are stable at 40, then press TOGA. Going straight to TOGA without the intermediate step can result in directional control problems if one engine spools up quicker than the other.
  2. On the CDU you would press INIT REF, LSK 6L and select NAV DATA at 1R. If you enter a fix on the NAV DATA page that does not exist in the database boxes will appear allowing you to define a custom airport, NAV aid or fix. You can then use that new fix as you would any other in the route, legs or fix page. this is how it works in the airplane anyway, I haven’t tried it in the NGX.
  3. Guys, it's not that difficult. If you need the speed brakes, use them. If you don't need them, don't use them. Just fly the airplane.
  4. I have visions of Septa Unella in the Jumpseat with a bell shouting “SHAME”
  5. In that case I’d use them every descent just to annoy them. :)
  6. Speed brakes are used on almost every flight. They are a flight control and are there to be used. Sim pilots seem to have this obsession that having to use the speed brakes is akin to admitting you have made some type of error in your flying.
  7. It's possible it's a Boeing option but if so I've never seen any reference to it. I know our airplanes can't do it.
  8. There is your problem. The 737NG can't fly a BC using approach mode. You need to fly it in LNAV.
  9. It depends on the operations specifications for whoever operates the airplane. In our case we can go as low as 0.11 RNP but to do so dispatch has to give you a RAIM prediction for your time of arrival. 0.30 and above has no such restriction so we could use those minimums if we didn't have the prediction.
  10. Here's how you do it: 1. land with power above idle. 2. Bounce said landing. 3. Chop power to idle after the bounce causing the spoilers to deploy. The resulting pitch up moment caused by the spoilers causes the tail to strike the runway. Here's a demonstration:
  11. We do work for the same company. I've been on the airplane for five years. I believe the events you are referring to were well before that. I can't recall any takeoff strikes since I joined the fleet, that I'm aware of anyway. Training has done a good job raising awareness of tail strike potential on takeoff, especially when you have a V1-VR split like you describe. The hot issue recently has been tail strikes on landing. What's surprising is that most of them happen with flaps 40.
  12. Laid back isn't the term I'd use to describe them. Sensible would be a better description. We do require the use of the HUD, if it's operational, for all takeoffs as an additional tail strike avoidance measure. It really hasn't been an issue. What few tail strikes we have had have all been on landing.
  13. 737-800. I find this statement interesting as flaps 1 is our most common takeoff config in the -800.
  14. We have had it for at least five years now, if not longer.
  15. We are authorized to do normal, two engine landings with flaps 15. Very useful if you have strong crosswinds and plenty of runway.