Billcoke

Have cycled thru the different modes, the display still shows 227/21, 225/26 etc.. for VOR frequency. It happened when I switched from GPS to NAV. I repeated the steps to recreate the "ërror", but only happened once. Checked the Bendix manual, but nothing mentioned about the 227/21, 225/26 etc.. VOR frequency

Why KAP140 NAV display 227/21 for VOR frequency ? ? googled but can't find the answer.

I revisit old videos of 737 MCAS system, because now I've a better understand of how the 737 works. MCAS is supposed to auto correct the pitch angle when it detects a steep climb. In the video, the plane pitch down 10secs, level off 5 secs. Is this a software bug or the pilots were not trained to handle MCAS system? But during 737 Max demo at air show, the plane performed well and even demonstrated zero gravity.

LOL 😁

I usually fly short haul before going to bed, so 737 is my favorite plane too

Asking from the aviation guru.😁

Will PDMG release 787 and 757?

Great work Joe

Many thanks

I'm confuse between the two. During descent, I usually set the altitude via ALT INTV, but sometimes the plane doesn't response to ALT INTV but response to LVL Change instead. Need help to understand the difference.

This video is from another flight simmer. I encountered similar "No Autoland" for Heathrow RW27R, only happened once. couldn't replicate the problem again.

In this video, the PFD captured the glidescope during descent, but why did the glidescope disappeared at frame 1:48 Does this happens in the the real world?

In this video, the PFD captured the glidescope during descent, but why did the glidescope disappeared at frame 1:48

The glidescope was captured, but why did it disappear?

Happened to me once, but no idea why auto pilot disabled autoland. PFD shows "No Autoland"

Many thanks, in other words, the 250/FL250B in magenta is to remind pilots of the next restriction.

hahaha......

But wouldn't that shuts the cabin air-conditional too? Or as long as the unaffected packs (ie. the right side) is still left open, there will be air inside the cabin.

Now I get it. Many thanks....

For engine fire, the reason to close the packs (affected side) is to prevent smoke from filling up the cabin? But why the Isolation Valve and APU Bleed Air need to be closed too?

737 Engine 1 failure during approach During approach, fuel control lever was shutoff for engine 1. Notice many things happening inside the cockpit: - A/T was disabled - APP and CMD B was disabled - FMC shows Buffect Error - Air speed drops to below VREF speed - Plane bank to the right side, and can't perform autoland - Engine can not be restarted, regardless whether switch to GRD or CONT, even with fuel control lever in idle position 737 Engine 1 failure during cruise During cruise, fuel control lever was shutoff for engine 1. Notice many things happening inside the cockpit: - A/T was disabled - VNAV, LNAV mode , CMD A still engaged - Engine 1 was able to restart with fuel control lever in idle position..

What is the consequence if the pilot set the BARO lower ( eg: 3000ft) than the correct minimum safe altitude during the approach?

Princess Juliana TNCM is a busy airport, often see many big jetliners, like 747, 777, A320 land on this airport. Is there a reason why they choose to install VOR/DME instead on ILS, easier for the pilot to align the plane to the runway and perform autoland too.

Another airport I can think of is VNKT - Kathmandu Tribhuvan Intl Airport. Given the high terrain, it is impossible to install ILS

I notice those airports that use VOR/DME approach, why don't they install the VOR/DME right infront of the runway, so that the bearing is align perfectly with the runway, rather than install at the side of the runway, which is 2-3 degree offset.