ajacied551

KLM have painted the B777-300 (PH-BVA) in a special orange / blue livery. Mark B737-6/7/8/900 Ground engineer.

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.

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.

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.

This is correct as it should be as in the real B737-next gen. Mark B737-6/7/8/900 Ground engineer.

To silence the A/P disengage Horn push the A/P disengage switch on the capt or F/O control wheel a second time.

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.

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.

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.

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.

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.

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.

On the right hand side on the overhead panel there is a pressurization panel just above the exterior lighting control panel. Dial the flight level

During normal operation when the DC BUS TIE RELAY is closed the TRU #1 and TRU #2 are parallel connected to the DC BUS # 1 and DC BUS # 2 so the Load,s should be even. The DC BUS TIE RELAY will open in the following condition's; - The bus transfer switch is not in AUTO position, - The AC transfer bus # 1 or AC transfer bus # 2 has no power. - The Autoflight system is in the approach mode with glideslope capture. Mark. Boeing 737-6/7/8/900(ER) Ground Engineer.

You have turn to the localizer because you are not within the one dot to capture the localizer. And also dial 260 in the course window on the MCP for a correct ILS approach, on the picture the course selection is set on 079 that's why you are on backcourse approach.

Set the course selection on the MCP to the correct runway heading. Because the course setting on the picture is set for a back course approach (B/CRS) than only the loc is captured.

Hi John There is automatic closing of both GCB's that connects the IDG,s to the busses due to when after takeoff the APU generator is still the only power source on the airplane, So when you shutdown the APU in air mode without connecting the IDG,s to busses, there is a one time automatic power transfer from APU generator to the IDG's, This automatic transfer system exist's since the beginning of the 737 next generation. The 737 present generation didn't had this automatic transfer system because the 737 PG did not had the CDS system installed. The 737 NG have the CDS system installed, one of the problems of the CDS system when there is a power interrupt of more than few seconds the displays can go dark and it can take up to 3 minutes for the indications on the displays can reappear, you don,t want to have dark displays during takeoff. That's why Boeing developed this automatic power transfer system for the 737 NG in a event the flight crew forget to transfer power from APU generator to IDG's after takeoff and they shutdown the APU.

There is a feature on the 737 NG where the Generator Control Breaker (GCB) closes automatically . The Generator Control Unit (GCU) sends a close signal to the GCB when these condition occurs; - fire switch is in the normal position - BTB is open. - Airplane is in the air mode. - both GCB's are open on transition to the air mode and the APU is the only power source on the airplane. - the Auxilary Power Breaker (APB) opens. This occurs only once in flight, This feature gets a reset on transition to the GND mode. This a quote from the AMM

To engage to A/P to Command (CMD) or Control Wheel Steering (CWS) on the ground make sure the IRS are aligned and Hydraulic "A" for A/P A and Hydraulic "B" for A/P B are ON. Also make sure the control wheel and column are in the neutral position. But there is no need to engage the A/P on the ground during normal operation.

On the B737-800/900 there is a tail skid installed just FWD of the APU underneath the fuselage to protect the fuselage during a tailstrike. The tail skid has a wear shoe. The wear shoe absorbs the tail strike when the shoe rubs on the runway. When a tail strike occurs that has a small force, the wear shoe rubs on the runway to absorb the force of the tail strike. When a tail strike occurs that has a large force, the frangible cartridge crushes to absorb the forces of the tail strike (See FCOM 2 page 15.20.21 about the tail skid).

1. Download the new navdata base from www.navigraph.com. 2. There is no Glideslope Data displayed on the MAP display set the Mode Control knob of the EFIS control panel to APP then the approach display will show on the ND, the approach display will show the Localizer and Glideslope Deviation.

If the IRS systems is operating on DC power only. after 20 seconds on DC power from the Battery the crew call horn in the nose wheel well will sound when the Left and/or Right IRS system are still ON, When only the Right IRS is on DC power it will automaticlly shutdown after 5 minutes. When the Left IRS system operates on DC power the crew call horn will operated until the IRS is switched to OFF or when is AC power is restored. Also the crew call horn will sound when the equipment cooling has a failure (not simulated on the NGX).

Most of the time at the company I work for when the airplane arrives at the gate, the GPU is connected and the Crew switch over from IDG'(s) to ground power and than shutdown the engine'(s). When switching to a other power sources it gives a power dip as you noticed through the cabin lights. The APU will not be started during arrival of the airplane. Also now day's airlines also shutdown engine 2 after landing and taxi in with engine 1.

Read the following topic. http://forum.avsim.net/topic/383228-slow-reverse-activation-solution/

The Autothrottlle system is not able to re-engage when there is a thrust differential of 2000 pounds or when there is a thrust lever split of more than 10 degrees between both engine's.