moisesbrittes

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  1. moisesbrittes

    Pdmg 737ngx flight dynamics

    Well, that depends basically on the age of the pilot. The newest generation of pilots is very comfortable with technology and we use everything we can to make the study process easier and funnier. I really enjoy being able to see the systems working in FS while I read the manual. It's a lot faster and easier to learn. Usually the older pilots have more resistance on that kind of approach, but we have exceptions on both groups. At least that's how it works here in Brazil. Safe and good flights. Feel free to ask anything else. I'm glad to help. Moises Brittes
  2. moisesbrittes

    Pdmg 737ngx flight dynamics

    That one can be me. I'm a real B737 NG pilot ( 700 and 800 ) and even the real plane has it's differences even if you compare two 737-800. When I fly the 737 NG I can sense some minor differences from the PMDG model but speaking about a home simulator with that level of complexity you can just ignore them. The model is almost 100% accurate. I use it every time I want to study or prepare myself for the recurrent sim sessions. The rotate rate is just about the same of the real plane. Even the differences between the 700 and the 800 are there. Wonderful job from PMDG. Recently I did the screening for Qatar Airways and passed thanks to PMDG 777. I used the sim to study and got very impressed with the results. We also have some minor differences but nothing to worrie about. Hope that solves your curiosity. Feel free to ask about anything else. Good flights to you all. Moises Brittes.
  3. moisesbrittes

    Engine inflight restart not simulated?

    Ok, guys, let's go step by step on this one. We have two possible scenarios. Let's see the first one with the autorelight: At V1 we have the engine failure. We fly the airplane until 400 ft with no actions but "gear up". At acceleration height ( This value has a possible range that we can talk another time ) you request "bug up" or check if the "vnav" is doing its job. Than we retract the flap. During this process the autorelight system got the engine running again. Which no normal checklist do we need? None..... The aircraft is working fine and we do not have any system malfunction at the present time. We do the after take off checklist and decide the best course of action. We may return for safety or we may proceed with the flight if, for any reason, returning is not an option. You need to have in mind that something is wrong with that engine and it may fail again. Now without the autorelight: Same as before, but at this time, after the flap retraction, for any reason at all, the autorelight system failed to do what it has to do. So, we have an engine fail. What do we do? If we have N1/N2 rotation, we go to ENG FAIL no normal checklist, if we do not have we go to ENG SEVERE DAMAGE no normal checklist. Let's say we have rotation. We complete the NNC, after that we go for the after take off checklist. After that we'll try to restart the engine. Only manually for the 737 and either way on the 777. If we have sucess, once again we decide the safest course of action. Return or proceed with an unreliable engine. If we do not achieve sucess on the restart we go to the ONE ENG INOP LAND NNC and we land single engine. Tha's the Boeing procedure of eng fail on the take off with a go decision ( after V1 ) with the autorelight system working or not. This philosofy can be used in other scenarios as for final approach, for example, and for all Boeing fleet that has this feature. If anything comes out or any further doubt is still there, feel free to ask. Regards, Moises Brittes
  4. moisesbrittes

    Engine inflight restart not simulated?

    Just some real life information.... I fly the real B737 Ng and the aircraft has the auto relight system that works exatly as you have described. Everytime that we have a simple flameout with no damage to the engine it will relight. We had some cases on the fleet a few years ago when a new EEC software from Boeing caused a lot of engine flameouts and I can tell you, despite how it was suposed to work, every single flameout was unique. We had a relight after the engine was almost completely dead and another one that the crew never knew they had a flameout and we had to rely on data of a future analisys. On the Level-D B737NG simulator we have the option of flameouts with and without the autorelight just for training and not to lose the handling skills of single engine, but the PMDG has it right and it works exatly as it would on the real aircraft. Maybe, thinking about SP2, they could include the Level-D simulator option on the failures page for training. Just a thought. Hope this information helps. Best regards, Moises Brittes.
  5. moisesbrittes

    Brake Cooling Shedule

    Let me try to help with that. I really do not know how the airbus system works, but Boeing has two ways of looking into it. I fly the real 737 and for a option we can have the BTMS or not. Although the 777 has the system as a default the way of reading the brake cooling schedule table can be done either way just like in the 737. Without the BTMS: On the first table you use the weight of the aircraft, the field temperature and altitude and the speed in which you have started the RTO. That information will give you a number of reference brake energy. We now must correct that number by the event that we had. On the following page we can see that depending on the autobrake or reverse thrust we use we can make that number a little lower. In the event of a RTO we do not have any type of reduction. On the final table we put that reference brake energy number on the top of the table and read the following information: In flight gear down - It means that, if we want to make a immediately take of we must let the gear down for a specific time to cool down. Not the best option if you consider the possibility of having another RTO. Ground - means how many minutes we have to wait on the ground with the aircraft parked ( not using the parking brakes ) to cool down the brakes before a new take of attempted can be performed without any brake concerns. BTMS - If we use the system we must wait from 12 to 15 minutes after the event. Read the number an apply direct to the final table and read how many minutes we must fly gear down or wait on the ground. If we get a caution zone we must taxi only to vacate the runway because the brakes can melt. If we get in thefuse plug melt zone is just a matter of time before the fuse plugs on the wheels to melt. I've tried to give as much information as possible in the simplest way. If you guys need more information feel free to ask. Best regards. Moises Sorry for any forum mistakes, I'm kind of new on this role forum stuff.
  6. moisesbrittes

    powering up from cold and dark

    It's on page 6.2 of FCOM v1 ( 284 of the PDF file ). There is also a very nice trick for you guys to use on the following page. If you really want to follow and check the APU start sequence from cold and dark ( no needed for that due to the aircraft system logic ) you can check on supp procedures ENGINE BATTERY START on step 6. It says to select the STANDBY POWER switch ( overhead maintenance panel ) to ON and release to AUTO. This procedure forces the system into an emergency power condition on the ground which is normally automatically selected in flight when you have a loss of all AC power. By doing that you're gonna have ( after the normal warming up time if you have selected this to be real ) the captains side displays and some other features ( including the captains MCDU ). Anyway you're going to be able to select the stats page on any working display and check for the APU start sequence. Even though there is no need for that due to the system logic it's a more real way of solving this matter. Hope that helps.