SPD-BRK

I've tried all of the following, yet I'm still not able to get the autobrake to disarm on the landing rollout by stowing the speedbrakes. - Started the flight by loading a simple aircraft (C172) - Cleared all of the panel states that were saved prior to SP1D - Uninstalled the NGX and then downloaded and installed again. For those of you where this feature is working, can you confirm that you're definitely running SP1D? Many thanks.

Was that really necessary? I explained the reason for my error and apologised.

Oh no!! It kept saying that the service was unavailable due to scheduled maintenance/high domain traffic. So sorry about that!!! :-( After braking has started, any of the following pilot actions disarm the system immediately and illuminate the AUTO BRAKE DISARM light: • moving the SPEED BRAKE lever to the down detent • advancing the forward thrust lever(s), except during the first 3 seconds after touchdown for landing • applying manual brakes.

After installing SP1D for the NGX, it appears that stowing the Speedbrake Lever after landing no longer disconnects the autobrakes? Is this a bug? Many thanks, Martin Neep

Thanks for the tip, I'll give this a go and see if it resolves the issue. Many thanks, Martin Neep

I've been having issues with manual elevator control in the NGX ever since it was installed, and after extensive testing I've come to the conclusion that the issue is with the aircraft itself. I always perform a flight control check as part of the 'Before Taxi' checklist and often find that the elevator responsiveness is sluggish. With the SYS page open on the lower CDU it is clear that sometimes the elevator doesn't reach it's full range of travel and moves at a slower rate than the control inputs. This issue is intermittent, but can sometimes be remedied by moving my CH controller through it's full range of motion a few times. Every time this happens, I also switch to the CH control manager and test my yoke, it shows completely normal range of travel and responsiveness. There is also an issue whereby after the autopilot has been used, the elevator will not reach it's full range of travel (according to the SYS page on the CDU). When the yoke reaches either full back or full forward travel, the elevator will jump to the neutral position. Again, a check of CH control manager shows that this behaviour is absent. The result is that manual flying after the use of the autopilot is much more difficult than after takeoff. During the approach the aircraft is 'mushy' and not as responsive. Out of interest, loading a default FSX aircraft also clears this issue, therefore I have to assume that the problem is with the NGX itself. Has anyone else noticed this issue, or know of a remedy? Many thanks, Martin Neep

Sometimes a STAR will have an altitude constraint which requires an early descent and subsequent level portion. In order to fly level for a time and ignore the geometric descent calculated by the FMC, the FCOM states that a new TOD can be calculated by entering the aircraft's current altitude on the CRZ page. For some reason, I can't get this to work. Senario: Let's say the STAR has restriction of FL150 at waypoint A. and 2000ft at Waypoint B. After reaching FL150 and passing waypoint A, rather than descend at 300fpm to waypoing B, you would like to maintain FL150 and re-commence the descent for an idle profile to waypoing B. When entering 150 as a new cruise altitude on the CRZ page, the entry is accepted, but as soon as I press EXEC, it jumps back to the descent page and the descent path indicator reverts to the geometric descent. Any suggestions? Many thanks,

Wow, I had no idea that the flap schedule is used differently. What about on the approach, you wouldn't select a speed slower than the manoeuvring speed for the current flap setting, right?

So the question remains, when reaching for the MCP to set 'bug up', is it normal to see AXXX indicating low speed protection BEFORE you reselect the bug?

I'm not using a 3rd party application to calculate V-Speeds. They're coming directly from the FMC based on actual weights.

Here's a route, give it a go... EGKK SID CLN L620 REDFA STAR EHAM

Sorry, I didn't explain it very well. It's not that my actual airspeed is low, following the FD, current IAS is approximately V2+20. The problem is that the airspeed bug, which is set to V2 prior to takeoff, falls within the low speed buffet margin, causing the A/T to display low speed protection. I'll take a screenshot later when I get home that might help to explain it better.

Whenever I perform an assumed temperature takeoff, and commanded N1 changes from D-TO to CLB, V2 always falls within the orange low speed buffet range and A14X flashes on the speed window to indicate that the selected speed is too low. Obviously, the speed means very little because with the pitch mode in 'TOGA' the FD is commanding V2+20. However, I have a friend who flies the real 738 and his company SOP calls for 'bug up' at thrust reduction alt (the queue for the PM to select the airspeed bug to flap up speed). He said that he's never seen the speed window indicating min speed reversion on takeoff. Where am I going wrong?

Where are you starting from?

If any of you get chance, have a go at flying the SUGOL 2A RNAV transition to Amsterdam Schiphol's runway 06. It's a real joy to fly, as though it were designed specifically for the 738. This is a continuous descent approach and provided you follow the constraints, you'll only get engine spool up when you select gear down, flap 15. :smile:

No words! :rolleyes:

You can actually see the problem in this guys video. As soon as he selects LVL-CHG, he loses the roll command and has to re-select HDG SEL.

The throttles were definitely at idle and I did confirm this by pressing F1. Obviously the engines are spooled up to approach idle, not flight idle. This was a test with 'clear skies' to prove that it's not weather related. I'd be interested if somebody could post a screenshot of their -800 descending, in the same conditions (220KIAS, clean, LVL-CHG, passing 4000 with TAI on).

I'm fully aware of the effect that TAI will have on the descent, and the correct use of the Descent Forecast page. My query is with the fact that the aircraft's performance seems incorrect. Screenshot...

Precisely! Either I'm doing something wrong, or the flight dynamics with TAI on have been modelled incorrectly.

Speedbrake down, only TAI, no airframe anti icing and the aircraft was not decelerating. When I switched TAI off, descent returned to a more normal 800-1000 fpm.

I always fly with clear skies, I find that the weather engine in FSX is very unrealistic and causes some strange behaviour. Surface temperature was set to -1C, dew point -3. Nil winds. QNH, 1013. Landing weight was 58T if I remember correctly.

I realise that the 737-800, especially at high landing weights is a somewhat slippery machine, but at lower altitudes with TAI on, I'm getting a ridiculously poor rate of descent. On my last flight, I was trying to descend to platform altitude using FLCH. Passing 4000 feet, with flaps up, TAI on doing 220KIAS, I was getting 300fpm! The aircraft was not desceleratig and N1 was approximately 37%. 300fpm does not comply with the minimum rate of descent in the UK and just doesn't seem normal. I'd be interested to see if anyone else has this problem. Many thanks, Martin Neep.

Noticed a few mistakes and I have added Boeing's amendments to the pressurisation checklist flow. Version 1.3... https://dl.dropbox.com/u/90038480/737-800%20Checklist.pdf