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Marenostrum

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Posts posted by Marenostrum

  1. Posted

    51 minutes ago, Andrea1 said:

    C

    But these figures are mandatory to learn about APPROACH settings: there are published for Vref+10 flaps 30 and 40  but also for Vref+5 flaps 30-40 are similar. By heart: when I'm in the "big" sim (I go often in a fixed base B738 sim near Bergamo) flaps 30 Vref+5 60-62 ton I know I've to fly with pitch 2-2,5 degrees nose up engine 50-55% N1 with flaps 40 pitch 0-0,5 nose up engine 60-65% n1, you should try w/o FD and memorize those settings because this can be very useful the day that you've to disengage your A/P early i.e. for a failure (happened in the big sim) and execute all the approach and landing "by hand".

    Ciao, a presto

    Andrea Buono

    Ciao Andrea,

    Among the thousands pages this is for sure something I have to know as a feeling....I found the page, but (it is the only one I found...but possibly it is written in another page) it refers only to VREF+10 and it is in the section "30.43 Flight With Unreliable Airspeed TurbulentAirPenetration)...

    Am I reading the correct section?

  2. Posted

    11 minutes ago, downscc said:

    Ask away my friend, I think Kyle was simply trying to encourage you to explore wider.  My bible when I was a student pilot many decades ago, and is still a good source is the Airman's Information Manual (I think they changed Airman to something PC like Aeronautical but it is still the AIM): https://www.faa.gov/air_traffic/publications/

    Your question was not answered above.  You asked about angle of attack and the answers were to attitude pitch.  While it is true that both AOA and pitch are usually positive during level flight, the reasons for each are different.  It's possible to have a nose low pitch and a positive AOA, this is like a B-52 climbing with nose down attitude.  Back to question:  Angle of attack directly influences lift and in level unaccelerated flight there is a need for lift to balance weight therefore the positive AOA.  As the air gets thinner (less dense) the AOA required will increase given the same true airspeed, because as lift is a function of airspeed, air density and angle of attack (plus other stuff like coefficient of lift yada yada).  Less dense air means either higher speeds or AOA.  This continues upward until you get to a point where you can't go faster due to Vmmo (maximum mach operating speed) and you can't go slower or you stall.  AOA is one of those parameters that is very important to understand to be a pilot... I encourage you to dig deeper on this subject.

    Thank you downscc....very interesting and technical  explanation ...as engineer always curious  I will read more about it. It reminds me some  curiosities I read about the famous Blackbird. 

    I downloaded the 744 pages bible....it will be my slow reading book... really thank you for the link.

    about the wider exploration....I am simulating flights on the 737-800 after only 24 hours of reading, asking, viewing...so I am aware I need nothing  less than a very deep/wider exploration.....and  this "training  on the job" way to explore while I fly makes it easyer and I think more practical.

    So really thank you Dan and Kyle

     

     

  3. Posted

    51 minutes ago, scandinavian13 said:

     

    You've been posting a lot of questions lately. While that's certainly helping you learn, I would suggest taking some time to do a bit of reading and learning on your own as well. Seems like you're operating on an understanding of aviation that doesn't have a solid base. That's okay, but at the same time, you'll find it incredibly difficult to understand the complexities of our products, when some of the basic points of flight aren't fully understood.

    Thank you,

    I am in the initial learning curve of this aircraft...I am learning by reading a lot, looking a lot of tutorials on youtube, flying, and finally asking....I come from about 1000hrs flown over the Q400 by Majestic, another complex aicraft, and to "switch" into this one is more complicated than I expected (many many things are different in behaviour and setting).

    During the flight, in the cruising phase,  I usually have some time to better explore instruments, panels, etc etc.

    When I do not find an answer in the books (I have to say that the manuals are not so easy to explore) I ask here...continuing my a mix of reading, viewing, flying...and asking.

    And I have to say that all of you are very helpful...so I will continue this way...but please Kyle feel free to not answer if you find it excessive!! 😉

    btw you are one authors of the tutorials I see

  4. Posted · Edited by Marenostrum

    I am flying at FL340....no alarm...all seems to be right...but why have I the ange of attak gauge at 2.2 (I see I am not leveled also in the PFD)?

    Flaps are retract...spoilers off. 

    Is it due to my unbalance load? (144 pax and 10 + 100 cargo load aft and fwd)

  5. Posted · Edited by Marenostrum

    I would expect that once I land, I switch off the radar.

    The procedure (that I found among  all the manuals) is to switch off the WX button....

    Is this enough to avoid to hit with the radar waves the ground people?

    I would expect a clear radar off knob?!

     

  6. Posted · Edited by Marenostrum

    I am discovering it now...it is a different procedure with the FMC I am used to set up ...these are the first flights in this amazing aicraft...so you have to be patient with my boring questions😉

    Thank you

  9. Posted · Edited by Marenostrum

    Ok,

    just for you to know, in PROATC X I have the option Copilot serve COM radios.

    In another complex aircraft (Majestic Q400) it does not affect also the pilot radio.

    Probably in the NGX it does it

  11. Posted

    When I click outside the VC monitor. I have a 4°screen that I use for maps and others...as I click on it, the engine and all other sounds disappear.

    This is a different behaviour compared with other aircrafts, is it possible to change it an to have the sound also if I am clicking outside the flight environment?

  13. Posted

    thank you,

    I got it...nontheless I am slowly reading all the pages...and in the introduction, about the 2D panels, I found only the possibility to click over the lens when you put the mouse over it.

    I am probably tired but I cannot find the instruction about the shift+4 alternative.

  14. Posted

    I have undocked the FMC in another monitor...but I cannot undock the radio stack (do not find a clickable point in the VC to get its 2D view).

    I have seen a video with the radio stack 2d panel but it was FSX. I have Prepar3D 3,4. 

    Do you know how to do it ?

    Thank you

  15. Posted

    32 minutes ago, Ephedrin said:

     

    For the learning process I strongly recommend reading the introduction manual... 🙂 There's quite a bit more than just the 2D panels.

    Sure...reading it....I am expecting almost the same "quite long and interesting) learnin process I did for the Majestic Q400.

    The first impression here is that there is more stuff to take into consderation and a more comlplex FMC procedure.

    Very very interesting.

    • Like 1

  17. Posted

    Hello everyone first,

    I am an happy new owner of the PMDG 737-800

    I am quite familiar with another complex aircraft (Majestic Q400) and now is the time of the fantastic PMDG.

    I suppose I will have to ask many things from now during my learning process...so I start with the first question:

    In the Virtualcockpit view on my 3 screens, I can pop up the 2D panels by clicking on them. 

    So I undocked the FMC.

    But I cannot popup the PFD in the captain side...the mouse over it does not activate the lens with the + in the middle. ....I can do it in the COPILOT PFD.

    Can you help me?

    Thank you

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