windplayer

Captain Sim 727-100 has some approach notes in its pdf that is helpful. I've deleted and edited non-general info.

 

APPROACH NOTES

1) Initial pattern entry will normally be in a clean configuration.

4) Normally, the landing gear should not be extended until after at least 5 of flaps have been extended.

 

6) Approaching the glideslope, the pilot flying should call for flaps 25, gear down, flaps 30 (when the gear is down and locked

8) On a visual approach final landing configurations should be established so as to be stabilized no later than 500’ AGL.

For 727 thats true if you dont have any restrictions. Usually you deploying gear at flaps 15. If you need to slow it down really fast - you can use gear as brakes, just dont exceed gear speed limit. Also you will want to be fully configured by 1000 feet AGL. 

But in many cases you will have procedure to follow. In that cases you should plan flap and gear extension schedule according to procedure. And again - no procedure will require dangerous maneuvers. So same thing, you will want to be configured at 1000 AGL and stabilized before 500 AGL. Maybe that'll put you into situation where you will intercept Gliseslope at flaps 15, not 25. No problem if you can follow glidepath while reconfiguring aircraft.

Gatwick and 727-100 is a good example of tight schedule for flaps and gear. Its almost "on the edge" for 727-100. Tell ATC if you unable to comply. Dont risk. 

In EGKK, ILS 08R you should intercept GS at 8.6 nm. You should maintain speed 160 until DME4. Steady flight at 160 KIAS a bit fast for flaps 25. But its normal for gear, and here you should remember about noise Thats why its interesting, to land there 727-100

There are many speed\noise restrictions in many big airports. You should usually have gear down before or at FAF. You should operate flaps to comply to speed restrictions of procedure you are following, if unable - tell ATC.

Gear and flaps create noise. So in some cases you will want to delay extension of em for as much as possible.

For example i landing in EGKK, London Gatwick, doing ILS 08R at late evening.

Im in my 727-100 at landing weight around 135 000 lbs. My vref will be 125 kias.

Taking into account Gatwick's speed and noise restrictions i will depart Mayfild VOR at speed 220 kias, clean config. Usually ATC will ask for speed 220 at this point.

On downwind leg, I should start my base leg turn at D23 MAY, i'll reduce speed to 200 and extend flaps 2, before turn, at around D18 MAY. Slow it down a bit to 210 kias, and extend flaps.

On base turn i'll extend flaps to 5 and reduce speed to 180 kias. I'll establish at LOC at speed 180, then reduce speed to 160 kias by extending flaps 15. since thats late evening - i'll delay gear extension until about 6 NM from TD.

I should keep 160 kias until 4 DME But 4 miles a bit short for hand flown approach, so i 'll extend gear at 6 miles DME and at 4 miles dme flaps 25, then 30.

In 727-100 that'll be VERY tight flap extension schedule, landing in gatwick daytime a bit simpler, - i'll extend gear with flaps 15, and stabilize at 160 kias, flap 15, gear down long before 4 miles DME. At 5 DME i'll put flap 25, and 30. 727 will decelerate fast from this point.

In both cases i'll do landing checklist before extending landing flaps, thats odd, but no choice.

If ATC gives speed specific instructions, i will follow them as long as it safe for my aircraft. If by some point ATC will instruct me to fly 180 kias until 4 miles DME - i'll say -"UNABLE", coz i cant slow it down and configure at 4 nm DME. So Procedure gives you speeds, and you select flap\gear extension schedule to comply with it, but not putting your flight into danger.

good to hear about trim motor sound! It adds to unique cockpit atmosphere a lot! 

We have several shareware B737 in FSX, what make Milviz 732 different, what's new (reason to buy) ?

Well, its a B737-200. Its not something that looks like B732.  It feels tight in the cockpit, it feels old with SP77, it flies comfortably outa small fields, its not a beautiful cover with almost nothing under it, and its not a "looking bad (and simulated bad) - because its a hardcore,and it should look ugly"

MilViz made it clear - it is possible to do detailed replica, that also looks great. You almost smell that oily smell of the old cockpits. 

Not much of that kind of classic planes outa there. And thanks guys for SP77. Im an old plane flier. sissy fms or glass - not for me

I installed first one "messed up" installer. no problem

Did some circles today, well - its a pleasure to hand fly! I didnt touched AP at all Flew touch n go's today. All kids of, big circles, short circles, rapid descends! it feels cool. Needles to say - i blown tires on landings 3 times Oops

Found one bug i think - standby AC power works even with bat disconnected. Not sure about this feature, i may mistaken.

Plane is AWESOME!!! 

yep, me too. Take time to do all right! 

BTW, how about releasing Manuals for the aircraft? So we could read em already?

we have this bird in local aeroclub. It used for skydiving. Me too jumped off her couple of times

This add-on should be a major hit!!!

Have a nice flying comrades

I have joined VATSIM but not flown under control yet.  Seems (correct me if wrong) to be focused on other than GA aviation. i.e. Commercial/VA.   I now fly exclusively GA.  So is VATSIM really for me?

There are special GA events going on on VATSIM. And anyway - its fun to listen to ATC and to fly into staffed airpot So try it! Good luck!

early 707s had LORAN navigation. Thats a hard thing to model right, but super fun to fly. Cant say about Connies had it or not, but they from same years, they could had it.

There you go.

 

I've been flying "the other" version which is fun, but online and under ATC control, an FMS sometimes helps when you don't want to bother too much with non RNAV departures and approaches

Doesn't bother me at all. You can fly most of SIDs by radio, or you can request radar vectoring. This is fun for controller )

Ihope there will be noFMS variant too.

There you go.

 

I've been flying "the other" version which is fun, but online and under ATC control, an FMS sometimes helps when you don't want to bother too much with non RNAV departures and approaches

Doesn't bother me at all. You can fly most of SIDs by radio, or you can request radar vectoring. This is fun for controller )

Ihope there will be noFMS variant too.

I preordered one. I fly old jets only, so that one will be cool to fly i think

Really hope for very complex and real flying model.

Whiskey airlines, and cap. Jack Daniels and capt. Reeeel Gooose already reading manuals....wait a minute...that butts "reading" Moonshine again!!!

No, there should be separate NAV radio morse code audition button. You have to hear beacon's morse code to identify it. Dont fly to unidentified beacon.

IDENT - i mean not on transponder, i mean its nav radio audition button

Sorry for mislead  

Crap, you are BAD boys! I almost had a heart attack when i read topic name, and you saying there'll be no PMDG 727!!! BAD BOYS!!

As for me - i'd buy PMDG 727 first day of released. I can even buy two I dont fly modern jets, i like oldies. I like to calculate all by tables, use my pencil, liner, angle tool. Thats simming fun! 

Well, DF 727 for FSX will be cool too. 

Doing that all the time in AUSTRALIA Its not a problem.

Say you got:

VOR1 and inbound radial 130

VOR2 and inboung radial 150

Distance 300 nm between em. so when you over VOR1 - you'll have no contact with VOR2.

So you tune VOR1 to NAV1, IDENT it, select radial 130 and fly TO VOR1.

When over VOR1, select radial 150 and fly it FROM VOR1. So radial 150 will be outbound VOR1 radial. AND inbound VOR2 radial. its the same line.

At about 120 nm from VOR1 - you'll hear VOR2. IDENT it, and fly TO it on radial 150.

Piece of cake!

Fly safe

+1. script errors sucks