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About MarkJHarris

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  • Birthday April 21

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    Leeds and Isle of Man
  • Interests
    Flying! Cycling and Karate.
    B737NG current. Q400. BAe146 and BAeATP and Cessna Flying Instructor in the dim and distant past.

About Me

  • About Me
    Airline Pilot marooned from his family most of the week.

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  1. MarkJHarris

    Several questions about the 737 NGX cockpit

    Some 737s have Aspirated sensors and most don't. It was an option. The 737 was my first aircraft that did not have a de-iced tail. Got me a little un-nerved at first. Then a wise man told me a little story, and it not only set me straight, but has stood me in good stead. Ice mostly occurs close to the freezing point. In reality, you'll ice up flying in cloud with a SAT of 0' to -15' with considerable less chance of picking anything up below that. The TAT indicated the temperature of the leading edges. So, if you're descending through icing conditions..... ...speed up! I do this and it's perfect. 280kts IAS gives me a temperature of about +8 or +9 going through -15'SAT. I can then slow up as i descend towards 0' SAT and once through the freezing level slow right back to approach speed. I have never used the airframe ant-ice with this method and other than the inevitable ice on the fin in the dead spot near the root, never have a problem. Some F/Os get it, some struggle. It works for me!
  2. MarkJHarris

    OProblem with auto speed

    I second that. It's a complicated aircraft and APFDS. You really must read up and run through the tutorial. It makes it a lot easier to fly if you know what the buttons really do and why. The big thing in BOeing's world is this: The Buttons on the MCP are wish buttons, press if you wish something to happen. The FMA at the top of the screens tells you if it really has selected. The lights on the MCP light up if the option to deselect a mode is available. If you follow that logic, you will have started the journey.....
  3. MarkJHarris

    PMDG'S 737NG3?

    In all honesty, there's a lot more to it than just the visual aspect of the new winglets. First you have the CFM56-7BE engines introduced in 2014. They give a noticeable improvement too. Then the Sky interior. Common to MAX so worth modelling for use on that version. You have the LED lighting. Far brighter view of the runway ahead at night. Cockpit window blinds are now standard fit. Yes please. Better Wx radar, Comms and nav boxes. The Gables multi unit is modelled for the QOTS2 so that should be easy. The rain visual feature is nice, and all the above would need putting into the base model before a MAX expansion. I just need a decent time line to know if it's worth payingh up for a P3D version of NGX in the meantime....
  4. MarkJHarris

    Entering the hold issue

    Correct. The 737 obeys ICAO standard entry definitions for holding. You'll have to look them up but the traditional cross line at 110' drawn onto holding fixes on older charts is the clue.... You can enter a hold using direct, parallel and teardrop entry. Basically with a 090 radial on the holding fix, right hand turn and entry TRACK that is from West of a line 020' to 200' inbound to the fix should be a direct entry. (it's been so long since I looked this up!). From 200 to 270 would be a teardrop and 271' to 019' Parallel entry. Apologies for the messy link. Pictures speak better than words. icao holding pattern&ved=0ahUKEwiNuOSw1uLdAhWKHsAKHcgcAvsQMwhIKAowCg&iact=mrc&uact=8
  5. MarkJHarris

    Upgrade B737

    Any ideas when the new one will be released? more importantly, having just moved to P3D fully, my NGX is an FSX version and I don't want to pay out for a full P3D licence if it will be obsolete in no time at all.
  6. MarkJHarris

    Elevator tabs

    I don't think it's the airlines really. Airbus and Boeing control the data to their aircraft, and thus have control over the Simulators and ultimately the simulator training programmes.You have crews from all over the world, with various levels of experience being trained on a syllabus designed for the lowest common denominator., or most stupid pilot to be precise. $ is the bottom line. so they train to the minimum standard. Some airlines recruiters might be technically weak and don't want to be shown up I guess. Me? I like to know everything I can.
  7. MarkJHarris

    Landing in (LGMK) Mykonos

    VOR approaches often transition onto the missed approach part on their own. The thing you forgot to do at the published minimum was to disconnect the autopilot and recycle the flight directors. These things are what you learn from the books. The 737NGX is a study level aircraft. You have to do the study if you want to use the advanced functions. It's behaving exactly as per the real aircraft in this situation, actually as in all the situations you've asked questions on. Please do the work and read the books, then watch the tutorials. All of them.
  8. MarkJHarris

    How To: Trim like a Pro

    Hmm. Trimming in steep turns is NOT something I'd ever recommend. You can add a bit initially say up to 30' but once past that point you should NOT trim but hold the pressure. Kind of the opposite to what your instructor said. If you then come out of the turn with all that trim and have a problem unwinding it...then you have a problem. Been a long time since I was a flight instructor, good memories of an enjoyable time in my career.
  9. MarkJHarris

    Incorrect NPS scale on ND.

    Actually, before you do submit that, please be aware that the magenta range you refer to is signalling to you the controllable boundaries that the VNAV can work in. If it gets outside those boundaries it will revert to VNAV SPD. Not always 400ft +-..
  10. MarkJHarris

    Two suggestions about the 747

    Thanks. I had to fly the word not allowed things for 6 years. The Majestic sim comes with a lot of complimentary manuals and tutorials like the PMDG offerings, so things like starting and checklists are there to use. Bless the FADEC, in the real world you can actually really abuse the Q400 and it still functions ok.
  11. MarkJHarris

    Elevator tabs

    Google actually. I know it does this, but our manuals don't mention it at all! I'm trying to get my CBT disc to work again but having difficulty. This is actually a good example of the way Boeing (and Airbus) really don't want the pilots to know too much about their aircraft. If you really want to find out how it works you've got to do independent research. Sad, isn't it. The Approved Type Rating syllabus is very narrow and all CBT based. Very different to my previous type ratings where you sat in a class room with an Engineer instructor at the front. You finished with a far better understanding of the systems and structure.
  12. MarkJHarris

    Two suggestions about the 747

    Really can't believe what I just watched. I flew the Q400 and to see him push the condition levers all the way up before starting was cringeworthy! Start/Feather is the correct position and then only once you get 8% N2. Dear oh dear.....
  13. MarkJHarris

    Having a hard time getting this aircraft to rotate..

    Indeed. Something not right is going on. This is not typical behaviour of the aircraft unless grossly mis trimmed or you've got the figures wrong. Typically you may have set the gross weight wrong. If you can show pictures of both the PERF, Take off and NI LIMIT pages, plus your trim setting and the Upper Engine screen to show fuel distribution please.
  14. MarkJHarris

    2 problems with the PMDG 737-80NGX

    Indeed. You need to remember that the PMDG software sort of works partly outside of FSX or P3D and interacts with it. The FSX weather, though OK, is inside and can't get out then in. Active Sky is another modern external program that injects the results back into the simulator. It's a feature of the way Microsoft originally wrote the program that it works as it does. Simple single thread concept designed for a single core PC type machine, envisaged to run faster and faster as per Moore's law to enable the relatively inefficient but good for the time physics and graphics to work. Compared to FS2004, it was a step forward, but it relied on an incremental improvement that didn't happen- instead PC design went multi core and GPU based graphical power. All the iterations of this original program have suffered as a result, and until the core program is completely redone always will. Hence it's like this. To get great performance, you have to step outside, use all the performance and benefits of the modern machines, then send the result back in at the end. PMDG are actually pretty word not allowed good at this, which is why they get my money.
  15. MarkJHarris

    Elevator tabs

    When the flaps are up, the elevator tab is working like a balance tab.When the flaps are not up, the elevator tab is working as a anti−balance tab due to a hydraulic actuator at the elevator tab control mechanism.In manual reversion there is no hydraulic present at the actuator and the tab works as a balance tab regardless of the flap position.