MarkJHarris

In real life, the dispatcher will give you either a loadsheet or a load form if your company is using a self generated one. Ours is self generated, on our iPad. Companies like RYR used manual loadsheets for years. What they give you is a Zero Fuel mass and trim %MAC figure. Your fuel load determines actual Trim %MAC and gross weight. You need the gross to determine how you will accelerate and to what speed. Some programmes use increased speeds to give better climb gradients for further out obstacle clearance or simple payload capability. We use DS. Enter gross take off weight (less taxi fuel), airfield, runway with intersection, wind, temperature, WING and/or ENGINE ANTI ICE, wet, dry or contaminated, etc. and pressure. We get an Acceleration alt, OEI emergency turn procedure, Fixed De-rate, assumed temp, flap setting, and V speeds. We then go to the PERF page, enter ZFW into the FMC, check the Gross (NEVER enter the gross directly)... The CRUISE % MAC is entered here also. Next go to the NI LIMIT page, enter Fixed derate, and assumed temp/actual temp. Then to TAKE OFF page, now enter flap, % MAC (you can double click it in PDMG as it knows, and V Speeds. As to CLB-1 CLB-2, it should automatically schedule this to avoid a power increase at N1 setting. You can override, my old company used full climb as a default, you only softened this on a lightweight flight with lower climb altitude. A -700 with 50 pax on full climb is hilarious when it kicks in, especially if you've launched with 18K 60 degrees setting.... Some aircraft you can enter data on page 2 of TAKE OFF page. Winds, slope wet or dry, and also acceleration height (above aerodrome), and on some climb height. If you have this option and enter a climb altitude, it will auto select N1 at that altitude. (Remember, if you take off from a 300ft high runway and enter 1,500 in the climb box, it will change over at 1,800ft. If you've entered wind, runway state and slope, the FMC may offer you QRH speeds. You can double click on these if they are the same as your calculated ones. In my last company we used these speeds. In my current one we don't. Hope the detail helps. As to what to do in the SIM without a helping hand, 1. Double click both ZFW and Take off %MAC lines to get the actual mass and trim of the model as loaded. Cope this to the cruise trim on the other page. As to what de-rate. Experiment! for a 3,000m runway, 10,000ft, you'd probably use 22k and 50 degrees for an -800. On a 1,800m runway, still air you'd go full 26k no temp. Play with the settings and look at the N1 offered on the FMC as a target. you'll see you can easily get a lower N1 with 24K and some temp than 22K full. Remember if you lose an engine, the other can go to the full de-rated thrust. So a 22k 30' takeoff with V1 cut will be safe if you put the other to a full 22k thrust. some folks will change it to 24K with more temp rather than the higher assumed 22K. This will give more thrust in the event of needing it. The advantage of the sim is you can play with it and try a few changes. In the real world, we max de-rate and use improved climb speeds. Take off is quite a long winded affair even on 3,000m runways and we get disturbingly close to the other end before lift off! Enjoy.

Have you noticed that when the bug slowly winds back to UP speed and you select Flap 1, it jumps instantly to F1 position, without opening up the window? (And the word not allowed autothrottle wakes up and adds thrust for a second before retarding. Always cracks me up that). My company is also full of Magenta following JonnyCabs, who no nothing different. It's a shame but while these large European carriers insist on training cadets directly, leaving turboprop crews to rot, it won't change. There's an awful lot of good crews out there, but trust me, Sully-quality is rare. I'm just glad I came to the 737 after 15 years of flying regional aircraft. Did me no harm at all, though some in the training dept see me as a threat to maintaining standards.. just because of my previous experience! Tail wagging the dog and all that. Can't wait to retire only 15 years to go!

The USP about the Brunner pedals is asymmetric flying. It's why I'm going to equip my rig with them. It's not just holding the load that is important, but a twin has rudder trim and to be able to trim out the load and the pedal to sit offset as a result is a LEAP in realism. NO other pedal I've seen can do this.

Indeed. With the pedals it's the ability to hold assymetric load on a twin, trim it out and have the pedals sit offset that really appeals.

Evening all. So, as I alluded to on other threads. I have sold on the Subaru car seat and frames with adjustable table that I have used for the last 6-7 years. I was fabricated in a workshop on the fly with a fiend who worked there, and a combination of tape measure, doodles, sweat and swearing resulted in the final configuration. It was used for a couple of careers schools days here on the Isle of Man, then used personally for the last 5 years being traipsed across Europe to Turkey in suitcases and back. The limitations of it got me thinking about the limitations of all commercially available sim rigs. Seat and yoke mount combos. Weight. Steel is a pain. Portability. Yea, right. Rigidity. Either too flexible or too heavy. Seat. Here's the daddy. An aircraft doesn't generally use a car seat. Lateral padding or bolsters look cool, but they're wrong. You can't slide in and out of the seat properly either. So. My idea. A Modular set. Made from Alloy plate, reconfigurable and all parts within dimensions to fit into into a suitcase if needed. I'll post more as days go on. What I hope to have is a DWG set. On e for 1.5mm one for 2mm and one for 3mm. You get the DWG, get the local maetal shop to cut with a water jet the parts from sheet and then bond with epoxy some parts together, drill holes, fit nutserts, rivet a few parts and then get them all anodised or painted. Its a trim shop to made the cushions and cover, velcro to the seat base and back and then it's ready. Sounds easy but ALL the hard work is in the design. It should all fit together and be very modular. Thoughts please. Mine will use Thrustmaster Warthog, Logitech and Brunner-Swiss controls. Other controls can be easily fitted if designed in. If the first one works as intended. I'll either make more or offer the designed parts in alloy or in drawing form.

The Brunner kit is the Rolls-Royce of consumer kit. I'm saving for a full set to go with my new rig.

I will. The Brunner kit is expensive, but rest is remarkably not considering. The biggest other cost would be the Autocad licence, but my kids school email sorts that, and I can teach them how to use it as well. The hard work is the design. Once done, I can make new bits easily. Joystick centre base for Warthog, no problem,. Saitek quadrant, no problem. Custom platform for different yoke, or a monitor, again, it should integrate nicely. At least that's the plan. Off to Belfast to do some hotel standby this weekend- that's when I get productive! Best wishes all.

I'm just designing up my next sim rig. It will be plate alloy, all bolt up and should pack away into 3 or 4 big suitcases. It's based on using the Brunner controls and they will come when we get our bonus for this year. If there's much left after HMRC gets their slice , that is. CLS-E pedals and Yoke and Joystick base. I'll be building a seat, instrument panel and all adjustments on Autocad, to use water jet cut thin alloy sheet, bonding some sheets together for a lightweight strong sectional setup. Replaceable seat side plates to look like a GA seat or Ejection seat. Removable side panels to give partial, or full side panels for the fast jet look. Various upper front side panels to mount Warthog throttles, Saitek quadrants or Warthog joystick base. Can give left or right sidestick/throttle options. Cessna TPM side mount to panel too. Should be finished sometime this Winter and the Autocad design means it can be reproduced anytime or modified. Alloy is only £75 per 8ftx4ft sheet so cost of the whole thing will be quite a bit less than the Yoke and pedals alone! The pass through on the Rift S will be very useful! Just got to survive a long Summer of flying first....

That last one was enough for me to pre-order a Rift S. That's from a happy CV1 Rift owner....

Not the best time to ask really. I have used the Rift quite happily for the past couple of years and am waiting for the feedback on the Rift S. I really like the idea of inside out tracking as the most annoying part is the sensor setup. The Rift gives perfectly good tracking and immersion feel. The light weight and comfort win with me too. I found the Vive a touch clunky in comparison, but resolution and quality are as good. For ease of use, value for money and suchlike you'd struggle to beat the Rift S. I'm just not impressed with the design (halo) and sound that it comes with. Though it's designed to fit in ear attachable speakers too. The Original Rift was perfectly good for sound. Others will be along with impressions of the Samsung et, al.

That message comes up if the calculated VNAV descent is approached and MCP hasn't been reset to a lower altitude. The aircraft is calculating an idle thrust glide at ECON speed from cruise into a slow down at 10,000ft and another approaching the Centre fix for the approach selected. A continuous descent approach. Anytime you are reaching a constraint and a lower level is not selected on the MCP, the message appears to prompt you. Hope that helps.

Nope. I can't see why it wouldn't engage either. It appears to be an active leg. You're at the right altitude too, though that shouldn't be an issue. Wind is nothing special. No idea. Did you have all the perf info entered in that page? That is the usual no-go for LNAV. You need the zero-fuel weight entered so it can work out it's VREF speeds and stuff. It can't calculate otherwise. It does appear to have speeds in the legs page so just a guess at the usual suspects.

Well, I'm saving for Brunner controls for my rig, so I guess I'll get a more realistic feedback than most. but we're talking $3,500 for all I need. So comparing cost vs tactile realism, its subjective! I just sold all my Sim Rig metalwork and seat components so am designing up a new one. Should be ready for Winter. All made from sheet alloy cut with a water jet. Seat converts from light aircraft style to an ejector seat replica, just with sides and trim. Front panel has inlaid switch panel and MFCD units, and a TPM goes onto the side. Panel moves fore and aft on rails rather than seat. Seat is adjustable in rake and height with pins. Side panels can come and go, to mount side stick, (L or R), throttles Lor R) and full fast jets sides so you have to climb in. I plan on taking it to Air Cadet days with DCS and at the Flying Club in Cessna setup. Key is the Brunner Pedals, Yoke, and Joystick base. All designed on Autodesk. So should it actually work out ok, the files can be used to make more. At $100 a 7'x4' sheet it will be one each of 3mm, 2mm and 1.5mm of alloy. Seat base and back will rivet together and the rest is all nutsert threaded rivets and bolt together.

... but I'd stick to P3DV4.4 for now. Lots of issues being reported with 4.5 so I've read elsewhere on here. That is if you use VR. If you don't use VR, I'd seriously recommend you try it. It will rock your simming world!

One of the things I used to make sure students learned was feel. Unfortunately you simply cannot get this with Flight Simulation games. Unless you go get a Brunner Yoke.... I'm saving up for one. Unfortunately Mrs H's car replacement comes first.

I will most certainly be getting one ASAP. Having two VR capable PCs and two headsets means I can take my kids "flying"! Courtesy of some evil swine, I can't do it in the real world.....

All I can see is the autopilot has disconnected and the yoke is full deflection to the left. It's as if the hardware has signalled full deflection which has tripped the automatics out. That is probably all. If you are using a USB hub for your controls is it self powered? Low voltage through USB can cause issues. My rig uses a powered hub and I get nice clean controls now. Best of luck.

Warren, I'll repeat the mantra of training departments worldwide. Thou must not use flaps to slow down!!! Use the speed brake for that. Anticipate and try to deploy flaps at least 10-15kts below the limit speed, preferably slower. Typically, let the speed fall to close to up speed before calling for flap 1. Again, wait until flap 1 is indicated and LEDs are green before calling for flap 5. If you are high, leave speed at the up speed and with flap 5 it will descent nicely. No point using speed brake below about 220kts clean, as the clue's in the name. Once flap is out though, it becomes more effective to help descent. You can use it up to flap 10 BUT NOT AT FLAP 15 or more. Them's the rules we have to stick to.... Try it. Play like its real.

It is rather fast! I would also note it directs you to look at the brake cooling schedule, the numbers are pretty large! In real life, you would certainly expect the AFF to be on station ready to douse the undercarriage with foam. As a thoughts bubble, remember the reason they don't operate may also affect speed brake deployment, both manual or auto, and anti-skid as well. Not only that but reverser deployment may be adversely affected too. Just how bad a day do you want? 🙂

It cracks me up sometimes when it does it. The newbie F/O's just look amazed when I predict it and hold my finger over the thrust levers and move in time with them like I'm using the force! Got to have a laugh when you can!

You do need to remember that the 737 has always been a parts bin special. It may use the same GATES or various tuning units on the pedestal, and have similar screens to other more modern Boeings but there is a fundamental difference that even the MAX shares. It is not a digitally integrated data bus design. Thus all the systems are discretes and owe more to the 707 and 727 than the 787! A lot of stuff in there has no idea what other bits are doing. You select VORs from the tuning head, and the boxes under the floor do as they are told. Yes, we have dual channel DMEs, and the FMCs do talk to the NAV boxes as a result. but without the integration you will never get EICAS and other system information on screen. Never overestimate the simplicity of the 737! It's not big and it's not clever...

He's also right. In my UK outfit, we do almost and train the newbies to use VNAV, but where an arrival procedure has step down, the MCP ALT is wound down in steps too. That's a useful SA and safety decision. As long as you wind it down approaching the restriction when it's clear it's happily aiming for it. (I use the VSD whenever I'm in an aircraft fortunate to have it). This also helps the mental model of where you're going. Our company used to be a -300 outfit, and a lot of my more senior colleagues thing the VSD and FPV are devil's toys and refuse to use them! Anyway, VNAV is very much a case of rubbish in/rubbish out, so you must be clear what is in and what it's doing. Andrew gave a very good description of the logic, and how it can go pearshape if you interfere without the knowledge to correct. Changing into LVL CHG is usually the sign you've maxed out your understanding... Nothing wrong and no critisism!! By reverting, you've regained control and protected yourself from the "what's it doing now?" epitaph on the end of many CVR recordings pulled from wreckage..... So, Some things you must always bear in mind. The 737 program inside the FMC will calculate from the CF fix at flap 5 speed back up the slope to ToD. it invariably falls short, i.e. at idle thrust, your speed will decay slightly from target. This is a safer thing than not being able to slow down! Having an aircraft that descends (at ECON) within its initial flap extension speed limits is a good thing. As Andrew says, early flap extension will trigger the VNAV target speed to shift to that flap maneuver speed. You can, of course, use SPD INT but beware, there truly are dragons behind that gate..... One other final thought. You're decending in ECON, past the speed reduction segment and moving towards the UP bug. When you select FLAP 1, why does the autothrottle pick up and give you a burst of power? I've never figured this out... The speed bug drops instantly to the 1 mark, yet power comes up, only for a second or two. Not sure if the PDMG model does it, but the real ones do. Always crack a smile when it happens. I can't wait for the NG3 when it finally comes. Till then I'm stuck without my NGX as it's an FSX version and I've given up on that program..

Ho hum. The position adjustment on the shaft has galled. (welded the threads to the piece). Not HP. Luckily, I'm back working so if I save a few pennies over the next few months Mr Brunner may be sending me a CLS-e to solve my problems.

I'll had my cent too. He is correct in that it illuminates. I've flown TC-SNY and G-GDFD, the first and second 800s to ever fly and they (still) do it too.

We're pretty lucky that an aircraft on stand at a major airport is likely to have sufficient overhead external lighting to floodlight the apron. I've only once had to use the torch on my phone to get to my seat. then it's just muscle memory to reach for the battery.