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ajacied551

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About ajacied551

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  • Birthday 09/07/1978

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    Amsterdam

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  1. That alarm that you hear is the ground crew call Horn in the nose wheel well this will sounds whenever the IRS switches are not in the OFF position and the aircraft is only on battery power you should switch off the IRS system when there is no AC power available . The 737 has no battery discharging sound.
  2. Noticed also, the TILT and GAIN knobs on the Weather Radar panel are not adjustable, already send a tickets to the support team.
  3. KLM have painted the B777-300 (PH-BVA) in a special orange / blue livery. Mark B737-6/7/8/900 Ground engineer.
  4. This flight was already diverted to Amsterdam (EHAM) the orginale destination was Rotterdam (EHRD) one go-around was made in Rotterdam, due to EHAM has runway's in several direction's the flight crew desided to divert to Amsterdam, In Amsterdam the Aircraft made 2 go around due to windshear warnings, the second alternate was Brussel (EBBR) due to low fuel this airport was not reachable any more so the fourth landing could only be made in Amsterdam but the wind was gusting at 45 to 55 knots that day. The landing was a emergency landing and had landed safely as you can see in the video. In other video on that same day a Boeing 777-300 had trouble with the landing.
  5. Hi Artur The Engine Oil quantity indication has nothing to do with the hydraulic system!!?? each engine has his own oil reservoir and are not connected to each other, so if the engine oil level is different between both engine's that is completely normal just make sure that each engine oil level is above 60 % (12 U.S. quarts) before you start the engine's, to make sure that there is enough oil just fill the engine oil before each flight.
  6. The PMDG picture is correct. the pressurization information on the EICAS display stay's in view because it needs the Landing altitude (LDG ALT) information, On the PMDG picture the LDG ALT is blank. that;s why the pressurization information it stay's in view!!! You can put the LDG ALT in manual, but normally this LDG ALT information comes from the FMC automaticly as soon there is a active flight plan in the FMC loaded it than know;s the LDG ALT of your destination airport. When there is no active flight loaded in the FMC the pressurization system don't no the LDG ALT of your destination airport and LDG ALT on the pressurization information on the EICAS is blank, The pressurization information stay's in view on the EICAS display until it know's the LDG ALT of your destination airport. also switching the MFD to a other synoptic display has no effect on the pressurization information on the EICAS display it stay;s in view.
  7. This is correct as it should be as in the real B737-next gen. Mark B737-6/7/8/900 Ground engineer.
  8. To silence the A/P disengage Horn push the A/P disengage switch on the capt or F/O control wheel a second time.
  9. There is a Tutorial how to make Terminal Procedures for PMDG Aircraft this document is made by Terry Yingling, You can find it in the AVSIM File libary search for the following: "PMDG 737NG Terminal Procedures Tutorial 5th Edition ". Mark.
  10. In Europe (EASA) ETOPS stands for Extended Twin OPerationS rules applicable for the two engine aircraft. For the three and four engine aircraft the EASA uses LROPS that stands for Long Range OPerationS. In the US (FAA) ETOPS stands for ExTended OPerationS, rules applicable for two, three and four Engines aircraft. And than the rest of the world (ICAO) uses EDTO and that stands for Extended Diversion Time Operations. Applicable for two, three and four engine aircraft. To keep it simple just use this. "ETOPS is Engines Turning Or People Swimming" Mark Boeing 737-6/7/8/900(ER) Ground Engineer.
  11. On the 737 there is no NAVRAD page on the FMC where tuning will be don automatically like the 777 or 747-400, you have to tune the ILS freq manually on both NAV control panels ( located on the aft control stand) and set the correct runway course on the MCP also in both Windows. When that is set correctly than press LOC mode on the MCP to intercept the runway localizer. When localizer is intercepted press the APP mode on the MCP to intercept the glideslope than press the second A/P CMD mode to do a Autoland. Mark Boeing 737-6/7/8/900(ER) Ground Engineer.
  12. Hi ??????. This is the landing aural warning to tell the flight crew the landing gear is not down and locked. When the airplane is between 200 and 800 feet AGL (radio altimeter) with the flaps between 0 and 10 units and thrust levers are set for landing. This aural warning will operate, to cancel this push the Horn cutout switch next to flap lever. When the airplane decents lower than 200 feet AGL the landing warning Horn will operate again. The only way cancel this is to lower the landing gear. The Horn cutout switch will not silence the aural warning, because at this altitude the airplane should be set landing. When flaps are from 15 to 25 units with gear not down and locked and thrust levers are set for landing. The landing aural warning Horn will operate, the only to silence this aural warning is to lower the landing gear. When the flaps are set lower than 10 units the airplane should be set for landing. Mark Boeing 737-6/7/8/900(ER) Ground Engineer.
  13. the autopilot disconnect switch is located on capt or F/O control wheel push this once to disconnect the autopilot and then once more to silence the A/P disconnect aural warning or use the CTRL-SHIFT-Z on the key bord. Mark Boeing 737-6/7/8/900(ER) Ground Engineer.
  14. the OFF SCHEDULE DECENT light illuminaties when the aircraft is decending before reaching the FLT ALT selected on the cabin pressure control panel. Go to QRH page 2.10 when this light illuminates but just reset the FLT ALT on the cabin pressure control panel to the current altitude of the airplane to extinguish the OFF SCHEDULE DECENT light. Mark Boeing 737-6/7/8/900(ER) Ground Engineer.
  15. The Control column autopilot disengage switch is a Electric disconnect of the autopilot. The disengage bar on the Mode Control Panel is a mechanical disconnect of the autopilot. The flight crew uses the disengage bar when the disengage switch fails to disconnect the autopilot. Mark. Boeing 737-6/7/8/900(ER) Ground Engineer.
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