MeatServo

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About MeatServo

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    Captain

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    http://www.twitch.tv/meatservo/

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    Male

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    I belong to both VATSIM & IVAO
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About Me

  • About Me
    Real World Boeing 737 Captain in Canada

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  1. MeatServo

    Correct Go Around Procedure

    NG's are interm. We have a deal to leaseback to Boeing for the MAX in 5 years.
  2. MeatServo

    Correct Go Around Procedure

    Mash the TOGA button and FD's will come up with the FD switches off. Works on the take off too. Also gives you max TOGA thrust if you used a de-rate/assumed temp. Most of my go-arounds have been manually flown due to the fact that I primarily fly the 400 and the AP disconnects unless doing an autoland on the ILS CATII. I also like to hand fly from intercept in good weather so I manually set thrust and throw the AT back on around 400' at the same time we arm LNAV or HDG for the missed. Half our fleet go into HDG the other half go into GA mode. Slowly replacing the old 400's for 800's with all the same equipment. Can't wait for complete fleet continuity.
  3. MeatServo

    737 descend before reaching T/D and mid-flight

    Even at max altitude you have a fairly decent range of speed and maneuver margin. I've had to hand bomb it from cruise a few times due to failures causing us to be non-rvsm.
  4. MeatServo

    Air Canada New Livery?

    http://www.fsxliveries.com/uploads/1/6/0/4/16049332/pmdg.737.800wl.air.canada.ver.2.2017.ptp
  5. MeatServo

    Insert Vector point

    Leaving a disco is personal preference and can serve as a reminder. Prematurely closing off a DTW and leaving the aircraft in LNAV may cause a deviation from your clearance. Typically it involves embarrassment as the aircraft turns the wrong direction and the PF frantically engages HDG select to get the airplane turning back in the right direction. Typically if the STAR/SID includes a heading/vector, the FMC will include the vector and the disco can be closed off. The airplane will fly the vector leg in LNAV until the vector is either deleted or you have selected another waypoint to go direct to, etc.
  6. MeatServo

    Brake Temperature

    Consider this. Are you using reverse thrust? Autobrake controls the rate of deceleration i.e. more reverse thrust, less actual wheel braking.
  7. MeatServo

    LVL CHG what not to do

    We have a saying: "We live and die by the FMI(FMA)" (Flight Mode Indicators) MCP is where you order take-out, FMA is where the food gets delivered.
  8. MeatServo

    PMDG 737NGX Handlandings

    I never never said anything of the sort. Try not to take it personally. I'm not here to argue or attack you or your company but rather to have professional discussion for our mutual benefit collectively as a pilot/flightsim group. I encourage you to start thinking of the "why" of procedures. Take a vested interest in your procedures and your airplane. You have the right to be involved with their development, improvement, and ammendment. This is part of being a professional and thinking like a Captain. Continual improvement and learning. Striving for the perfection we can never obtain. "Boeing is aware", and "my company does it that way" do not answer the question of why behind an SOP. I'm curious as to why your company does it that way. Maybe I can glean something from it to incorporate into our operation. Why are they ignoring Boeing's recommendation? Deviations outside the manuals, procedures, and manufacturers recommendations always need to be justified. Possibly it's a carry over from a previous design philosophy. My intent was to explain the logic behind Boeing's recommendation. Like I said, it's not a limitation but a recommendation. It comes straight from Boeing and experience with the airplane from multiple operators. I shared my experience when not following this specific recommendation. I have more examples of slow autothrottles, autothrottle failures, etc during my experience on the line with the '37 that I'd be willing to discuss with you that support this recommendation. My take is that if I'm going to ignore a recommendation I'd better have a valid reason. Going back to the PMDG sim, depending on how you have your throttle set up, you may not be able to override the autothrottle in the flare. I recommend disengaging it for all landings except an autoland for the reasons I have already stated.
  9. MeatServo

    PMDG 737NGX Handlandings

    For sure but my take is your company is ignoring a Boeing recommendation. Disconnect the AP and watch the thrust next time you fly an approach in VFR conditions. Most of the pitch corrections your going to have to make is going to be from the autothrottle, and it's going to have trouble keeping up. Ive flown theses things from T/D with the AT engaged in manual flight. It'll make the backend sick. Part of the cause with the Asiana crash in FSO was over relying on the autopilot/autothrottles. Left it in level change but in manual flight.
  10. MeatServo

    PMDG 737NGX Handlandings

    No, not an automatic flare. Just ground effect slowing your descent. Out of the 20+ airplanes in my career, the 737 has the most pronounced effect I've seen. It also has nose up attitude for the entire approach. About 3 degrees, practically already in the touchdown attitude, maybe 5-6 degree's but I've never noticed as my eyes are outside at this point down the runway. What I can tell you that landing PMDG in the sim is much harder due the lack of tactile and visual cues. Even a Level D sim fails to reproduce these cues faithful. If you're using auto throttle in manual flight it will most likely be in a SPD mode, and if you flare the thrust will come up and try to maintain speed. You will need to pull thrust manually and override the clutch mechanism which the sim doesn't allow you to do. (Unless you have the PMDG setup to always override autothrottles, but I find joystick spikes etc makes this mode even less ideal.) You need to land with thrust off for the autobrake system to work. You also need weight on wheels and thrust idle for the EEC(PMC's on the classics) to put the engines in ground idle. All eats up runway and is another reason not to have AT on when landing manually, and to never land with power on.
  11. MeatServo

    PMDG 737NGX Handlandings

    Straight from Boeing out of multiple different company FTM's both for Classics and NG's: "Autothrottle use is recommended during takeoff and climb in either automatic or manual flight. During all other phases of flight, autothrottle use is recommended only when the autopilot is engaged in CMD." The paragraph reference PMDG FTM 1.43 and worded identical to my company FTM and other FTM's I have on file. :) Granted each company can modify and add to the documents as they see fit, and it's only a recommendation not a limitation.
  12. MeatServo

    PMDG 737NGX Handlandings

    A real world '37 pilot here. The AT should be disengaged with the AP. You'll get into phugoid oscillations due to the constant changes in autothrottle as you pitch up and down, you'll be constantly fighting it. Those high bypass engines cause large pitch changes. It's a bit harder to break down power and pitch to control speed and glide path than say a light aircraft meaning you're always going to have to work both at the same time. The autothrottle works best when the autopilot is engaged. The only time the autothrottle is engaged for landing is when conducting a CATII or CATIII autoland. I've set up PMDG to override autothrottle in ARM mode and to show my throttle position. I match my throttle position to the thrust position before disengaging AT. The real airplane, I have my hand on the throttles throughout the approach and follow through with what thrust I need without disengaging the clutch, so I am always aware of my thrust. I have had the AT fail even without disconnecting even though the correct FMA's were displayed. The AT disconnecting is less conspicuous than the AP disconnecting as all you'll see is the AT P/RST flashing yellow or red. This tactile feel of the autothrottle operating is missing in the simulator so it's even more important. If it's visual I disconnect both when I feel like hand flying, and when it's IFR they're off at minimums. My company has a policy that both are off no lower than 20' below minimums. The airplane is the easiest airplane I have landed in my career. Hold power and pitch. She'll settle in ground effect at 20'. Close thrust and hold it in ground effect. She practically is in the flair attitude the entire approach so not much pitch is needed. There is a service bulletin stating not to land her soft. "Boeing" is the sound she is supposed to make upon impact.
  13. MeatServo

    P3D v4 64 bits 737NGX Beta

    I know this thread is old, but came across it and I'll throw my 2 cents in as a RW 737 driver. I never noticed geometry issues with the PMDG 737. It's damned good and pretty accurate. The only people that notice these things are aviation fan-boy's who'd rather memorize inconsequential and trivial facts that would have little bearing on a successful outcome when an engine is on fire.