Stearmandriver

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About Stearmandriver

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  1. Stearmandriver

    Recall modify

    As far as I know, the master caution has illuminated on recall since the -100. The -400 did it for sure.
  2. Stearmandriver

    Ice Detectors

    Regarding Boeing not heating the whole wing... don't worry, we weren't using that part anyway. I guess. (You can imagine what the tail looked like).
  3. Stearmandriver

    Displays off if I forget to turn APU off

    Interestingly, there's exactly one time the engine driven gens will be automatically connected to the busses in a real 73, and it's just this scenario - taking off with the APU accidentally still powering the buses, and then shutting down the APU. The engine driven gens will automatically come online. Never thought to try it in the NGX and see if it's modeled.
  4. Stearmandriver

    Correct Go Around Procedure

    So... you pitch down as necessary to maintain the airspeed you want? Why would you need a flight director for that?
  5. Stearmandriver

    Flight level change and VNAV mode.

    Alt Intv is fine if you're relatively close to TOD; it'll enter an early descent but will capture the MCP altitude. If this is well before TOD though, the answer is to simply enter the lower cruise altitude on the FMC cruise page. Just because that value disappears doesn't mean you can't put it back ;-). If you came out of vnav for the descent, just enter your new cruise altitude and reselect vnav.
  6. Stearmandriver

    Ice Detectors

    Not in normal conditions. Reference what I said about the anti-ice systems on the Embraer. We'd fly with the systems activated for long periods of time without any "runback"; the theory behind thermal anti-icing systems is that the protected surface is warm enough to evaporate most moisture from the layer of air flowing over it. This could obviously be overcome by severe icing / super-cooled large droplet conditions, but that's not what the systems are designed for anyway. In normal icing conditions, runback is not really a thing.
  7. Stearmandriver

    Ice Detectors

    Basically, the idea is that older generation deicing boots didn't inflate fast enough to provide a positive fracturing of ice, but this isn't a problem with modern aircraft. It's thought that pilots of modern aircraft see remnant bits of ice on the boots after a cycle and interpret this as the beginning of bridging, though it's not. This is a good article, specifying that both the head of NASA icing research, and all modern deicing boot manufacturers, have no evidence to indicate this phenomenon exists (or even ever did; it seems to trace back to a reference in an Ernest Gann novel.) "Tom Bond, chief of the icing branch at NASA’s Glenn Research Center in Cleveland, Ohio, has a more detailed definition of ice bridging: “Anecdotally the belief for ice bridging–and it’s called ‘the ice-bridging myth’–is that in the past experience of pneumatic boot operation and their development over decades, the first boots that were put on airplanes had a very slow rise time to break the ice off the surfaces.“There was the opinion that if you didn’t have enough ice on the boots when you activated them, that if it wasn’t thick enough, if you didn’t have enough threshold of ice built up, that as the boot got out to its outside perimeter or maximum thickness, the ice might stay out in a shell outside of that perimeter and continue to build up and freeze. The boot would [then] retract, and you would have a bridge of ice over the leading edge where the boot could operate inside that shell but not remove it.”The NTSB doesn’t believe that ice bridging occurs in aircraft equipped with modern de-icer boots. The Board suggests that pilots should turn on the boots as soon as the airplane enters icing conditions and begins accumulating ice. While some residual ice might cling to the boots between inflation cycles, the NTSB conceded, this disappears during subsequent cycles. The Board also said that it has never investigated any accidents that involved ice bridging." https://www.ainonline.com/aviation-news/aviation-international-news/2007-03-27/ntsb-takes-close-look-ice-bridging#
  8. Stearmandriver

    Ice Detectors

    I flew EMB145s for 15 years. That plane had multiple ice detectors and a fully automated anti-icing system. You'd enter icing conditions and within seconds get a blue "ice condition" advisory message on the EICAS. You'd look up and verify that the engine, wing and tail anti-ice valves had opened. Done. When exiting the icing conditions they'd all turn off. They were definitely all anti-ice; they remained on the whole time the ice detectors were sensing icing conditions. It was a very dumbed down system that worked well. Boeing definitely takes a... more lax approach to airframe icing, at least on the 73. No ice protection on the outer portion of the wing (I guess we're not using that part lol), and they don't bother with the tail at all. The aircraft's safety record in ice is very good so this seems to work, but it's an interesting difference in philosophy. "We'll protect everything because why not?" vs "meh, that's probably good enough." I think I know which I prefer ;-). I've never noticed a 737 in the U.S. with ice detectors. Certainly doesn't mean there aren't any but I don't think they're common here. It seems kind of pointless if the system isn't going to do anything other than provide a visual indication; you've already got that right outside the window. It's hard to miss a big collection of ice on that wiper bolt, and that triggers you to take a look at the wing.
  9. Stearmandriver

    Majestic Q400 Cold-Dark Startup

    I've always wondered why people get offended at "necroposting". Who cares how long it's been since the last post in a thread... If someone wants to contribute something on topic to a discussion, doesn't it make more sense to keep these things in one thread vs separate threads based on age? That's always struck me as odd...
  10. Stearmandriver

    Requesting help with building an approach

    As Kyle said. I've built several of these, into JNU and other Southeast airports, and it was a fun but sometimes frustrating exercise. Syntax is critical. Without comparing your file to another, the only idea that comes to mind is that your fixes are defined to varying levels of precision. I thought fix coords in a default file were all defined to the same number of decimal points. Maybe I'm remembering wrong, but take a look. EDIT: Dan's idea is good too.
  11. Stearmandriver

    Newbie Question about FMC error "Unable ??? KTS at "waypoint

    This is my whole point; it's accurate to say you are entering or modifying this information in the FMC, because you are. It's like, when I bug minimums, I'll say "I've set 615 in the BARO bug for minimums", because that's where I entered it. I used the EFIS Control Panel to do that, but no one would say "I've entered 615 on the EFIS Control Panel". As for your opinions of civilian vs military aviators, well, I hate to broad brush anyone because that's never really accurate... But I will say that many of the biggest problem children at the airlines, both in training performance and in attitude when on line, don't come from civilian backgrounds ;-).
  12. Stearmandriver

    Newbie Question about FMC error "Unable ??? KTS at "waypoint

    I've seen this point raised quite often on flight sim forums (I'm not picking on you in particular, promise). I just thought you might be interested to know that in the real world, almost no pilots use the term "CDU". Yes, what you say about the difference between the FMC and CDU is 100% correct, but the only time I've ever referenced (or seen someone else reference) a CDU is when talking about something very specify to that box; for instance, a maintenance write-up ("EXEC key on left CDU inop"). When talking about programming or modifying route or performance data, it's always referred to as, "I changed X in the FMC." "Could you pull up the HAWKZ7 to ILS16R in the FMC?" "Enter a 300kt descent in the FMC." "Check the legs page in the FMC." Etc. No one talks about doing anything on or in the CDU. Note: a caveat. It occurs to me after writing that, that I can only speak to common phraseology in the states. Perhaps this is different elsewhere.
  13. Stearmandriver

    speedtape Question

    As stated, they're both maneuver margins. The bottom of the upper amber band is where the SMYD computers and FMCs calculate high - speed (mach) buffet will begin under a 1.3g loading. Likewise, the top of the bottom amber bar is the speed the computers calculate that low - speed buffet will begin under a 1.3g loading. The takeaway is that you're flying too high. The cruise page of the FMC shows you two altitudes - optimum and maximum. You can treat the maximum altitude as theoretical - no one flies there. You would have almost no window at all. Stick closer to optimum altitude. Interestingly, not only is there a safety disadvantage to flying higher than optimum, you aren't doing anything useful for your operation anyway. You'll actually burn more fuel if you operate above optimum altitude, and the penalty increases quickly. I remember a stat along the lines of: flying one thousand feet above optimum altitude is an equal fuel penalty to flying around three thousand feet below it.
  14. Stearmandriver

    Correct Go Around Procedure

    Yeah, the handfly-vs-automation issue is really as much a cultural issue from airline to airline, as it is workload dependent. The reality is, on a normal departure, there's really no workload-based reason to get the autopilot on immediately. This is actually more true on advanced departure procedures out of airports like YYZ than it used to be; once LNAV and VNAV are engaged, there's not much else for the PM to do. Back when all departures out of busy airspace were vectors, he'd be busy spinning altitudes and headings, selecting vertical modes etc. (and even that was usually not task saturation), but with RNAV SIDs that's not as common anymore. Certainly there are times to lean more heavily on the automation, and understanding when and how to do that is an important skill... But so is handflying. The reality is, the 737 is a pretty easy plane to fly. I'm not sure how much you can consider driving any modern airliner to be "flying", really. But like I say, it's kind of a cultural issue in any given company. In the states, we run the gamut. I remember when a friend was hired into the airbus at another airline, and clicked off the autopilot for a visual approach while telling the captain "I'll hand fly this one." The captain immediately flipped the autopilot back on and said something to the effect of, "no you won't, because I'd have to watch you like a hawk and that's not how we do things here." Conversely at my company on the 73, most of us handfly a good bit. I'll usually handfly at least into the teens, and click the autopilot/autothrottles off somewhere on base. Not always, of course... But on an average day, it's just the normal way of doing things here. So, different strokes. The important thing is just to be proficient at both handflying and automation use, so it's not a big deal to do either.
  15. Stearmandriver

    Entering the Hold issue

    Did you line select the "Next Hold" prompt on the Hold page? That should open a blank Hold page where you can enter any fix you like (from your route).