Shifty

The config horn also happened to me on the second flight. I will try and fiddling with the speed brake lever and see what happens. Craig

Well... I'm loving this 1.3 update and it has got me back into the classic, that left my licence just over a year ago. Do you plan on doing a 22k variant? Not a priority at all but would be cool. Save me reducing my ZFM so I can make the longer flights anyway haha. Cheers

Yeah, Gone of the 300 days....Just press Vnav now and drink my tea. Although it did work until you wound up the missed approach alt

I know on all of FMC's on the 300's we could put a runway fix in. I would always use it for putting range rings for some SA on approach. I Just get around it in the IXEG by using the Aerodrome in the fix instead. Regards Craig

The taxi light and runway turnoff lights on the real 300 are not very good at all. This was modelled accurately. :-). Craig.

The speed intervene also doesn't appear on all 737NG's, we have some a Jet2 without it. It only really becomes a pain for us when doing VNAV approach's to VNAV minimums. You just have to feed the approach speed for wind additive on approach reference page. Regards Craig

Do you live in Jerez by the way? I did all my training at FTEjerez, loved the place! Shifty

Ah gotcha, my bad.... yeah it does have more buttons and a DME hold option, hehe. Most of our 300's now have GPS for primary position updating so you rarely get the "Unable-RNP" FMC's messages on approach anymore. You're spot on with the inability for the aircraft to update it's position using VOR/DME when both in Manual without GPS. The other system works differently so you can tune any NAV freq but it doesn't effect the positing updating using VOR/DME. I guess it has a separate system to allow this. I could look it up in the tech manual but I'm too busy drinking beer tonight . Regards Shifty

I wouldn't call that tuner more advanced, we operate all types at my company and that one is the worst! If you don't have GPS you loose your position all the time during an approach when in manual mode, and the FMC cries unable RNP. I much prefer the version IXEG have gone with :-). Shifty

Jojo, Different 300's have different options for the alert horn, some of ours at Jet2 give you the horn all the time when approaching the altitude even with the autopilot in and any mode. Some will only give you the horn if you deviate 300ft or more from your MCP level. The deviating one is important as it's an RVSM requirement. Examples below of 3 different type of aircraft options. Shifty

Hi Len, Uplift fuel each flight unless the fuel is very expensive down route, in which case you could tanker fuel for a round trip if able. The main reason is it costs money to carry the extra fuel, for example on my real world flight today we would burn an extra 7kgs of fuel for every 100kgs of extra fuel we carried. Shifty

It's in the Unreliable airspeed section of our QRH. But rule of thumb 6 and 60.. 6 degrees pitch and 60% N1 for level flight clean and level flight flap 5 speed 180/170. This will change with weight but it's a good starting point. 3 degree ILS is about 2.5 pitch and 56% N1, again ball park figs Sihfty

All our aircraft our different, even on some of our NG's we don't get the horn when approaching our level. You should get it if you deviate more than 300ft from your selected altitude, I believe this is an RVSM requirement. Shifty

Done it the real aircraft in the cruise a few times on an air test. Good fun but wouldn't like to fly an approach in real life using it hehe. Shifty

Haha, I agree it can be a bit cheesy to listen to but they do go over some good points. Jonny covers a lot of the questions I get asked all the time by the sim world. It gives a good insight into a current UK airline that operates a lot of classics and follows 97% of boeing SOP's. Shifty

We use 10.8A at our airline but are still not allowed to ARM VNAV or LNAV on the ground. We engage LNAV at 400ft RA if using it, and VNAV once we have flaps up no lights and the gear in the off position. This is a protection to stop the aircraft accelerating when Pilot monitoring could unintentionally put the gear down and quickly back up when going to the off position (Happens more than you think). You could over-speed the gear restriction of 235kts. These are our company procedures anyway.

Great info Steve, thanks for this. I worked in flight planning before I went flying and found that on the Classic a cost index over 100 would just burn more fuel and save you pretty much no time. I found CI 70 to be a good figure if you are running late and want to make up time. Also a CI over 100 puts your speeds right up next to the VMO/MMO and can be very dangerous in even smooth but variable winds in flight. Our company sometimes tries to give us a CI of 150 and doesn't really think of what this will command from the aircraft, and how close to the margins it puts us. As airmen we will reduce our speeds as appropriate to give ourselves a margin of safety, This prevents us having to fill out an "air safety report" for over-speeding :-). Shifty

Hey Tim, I will hopefully stream a flight soon, maybe late next week. I have X-plane though, I was on the Beta team . Yeah I fly the Classic and the NG Regards Shifty

In a light 737 if you hit LVL change and move the MCP speed from say 250kts to 300kts you could achieve a ROD of 5000ft/m for a period of time.

Flight Directors are for wimps .

Unlike the NG the classic doesn't have the Speed intervene option, which allows you to maintain VNAV PATH but gives you control of the MCP speed window. As Jan says different airlines have different procedures. At Jet2 we set MDA +50ft in the MCP, reason being it should level off if nothing else is done and prevent flight into terrain. But once we are 300ft below our missed approach altitude we then set the missed app alt in the MCP. Doing this will drop the aircraft into CWS pitch if in VNAV, so we would select V/S before setting the MCP to the missed app alt. Do I think this is best practice?.....hhhmmm not totally but thats what I get paid to do..... Regards Shifty

Just to add to this. With the IXEG VNAV being not 100% finished, I would recommend using level change / Vertical speed for the Vertical profile. You can do this for a GNSS approach in the real world but you have to use the LNAV minimums as opposed to the LNAV/VNAV minimums. We also add 50ft to our minimums because it's a MDA not a DA. Temperature corrections also play a big part in GNSS approach's and caution should be giving to low temps because you will be closer to the ground than the aircraft thinks :-). Regards Craig

The IXEG 737 only has one GPS system. For a GNSS (GPS) approach you require two for Approval. For simulation purposes though as long as your Navigation accuracy is 0.3NM you could do an LNAV/VNAV approach. One thing to have in mind though, If using VNAV Path for the approach, when you set your MCP alt to your Missed approach alt the Classic will crumble and go into CWS pitch. This was fixed in the NG and allows you to fly to your minimums in VNAV path and have your missed approach alt selected in the MCP for the go around. Regards Craig

Just for interest purposes, whenever we do a short ferry flight within my Company the aircraft is usually pre-fuelled to 6 tons.

Yeah, Glad you found it. The spoilers have caused a good few real world take-off rejects (although at slow speed). We now have an item in of preflight checklist to make sure the spoilers are in the down detent to help prevent this from happening. Regards Craig