Alpha Floor

That solution would also suit me But how do you assign it to just "tiller"? In the X-Plane axes assignment, there's only "YAW", not independent "rudder" and "tiller". Sorry if this is a too basic question.

The instruction in the tutorial is "Enter NO TASS", in other words: "Don't do anything" BTW, What is TASS? I knew "Assumed Selected Temperature" or AST; but can't figure TASS out... EDIT: It's "T_ass" as in "T-assumed". I thought it was an acronym, haha

You don't do anything. That's how you set it up By default the thrust will be maximum thrust. You just have to worry about touching the TO REF page when you want LESS than maximum thrust.

Yes, it's a negative pressure relief valve! The structure doesn't like negative pressures... I checked the EASA CS-25 (Certification Specification) and the requirement for pressurization is "the structure must be strong enough to withstand the flight loads combined with pressure differential loads from zero up to the maximum relief valve setting" (25.365). This "maximum relief valve" applies in either direction, positive AND negative. And here are two pictures of these valves. The negative (right) will open at -1.0 psi. Or is it -0.1? Source here The -200 can be "seen" here on this diagram. The FCOM says the valve closes when the switch is set to FLT. I think in other aircrafts this happens when TO thrust is set, could it be?

Ah yes, thanks for the correction! I messed the "mental experiment" up in my mind Also: What I said did't make much sense, there's no such thing as "making sure it de-pressurizes". As long as you open the outflow valve without any engines/packs blowing air into the cabin, the pressures in and out will equal each other. It's simple physics. Now the next question would be: Is this also simulated on the IXEG? Should we try taking-off in AUTO and then taking-off in manual with the valve full open?

Does it really do that? hahaha, great fun!

Just to complement on what Jan said: The pressurization panel consists of 3 mode sections and a "master" section where you'll find the FLT/GND switch and the pressurization mode selector. With the mode selector knob you select your pressurization mode and then go to the corresponding section. Each section is labeled and separated with the white line. In AUTO operation you only really "need" to input values into the AUTO section of the panel, that is: FLT ALT and LAND ALT. In MANUAL the only thing you control is the outflow valve directly (must be fun, haha). Setting the proper CAB ALT into the standby section is good airmanship in case you have to revert to standby, have it already in there. But not "essential" for pressurization to work correctly if only using AUTO. The minus 200 is to make sure that the aircraft de-pressurizes and the doors can be opened. I guess the slight negative pressure helps in opening the doors (they move into the fuselage first, then out) I definitely will be trying this!

I'm also interested I have both the Saitek X-52 and the Rudder Pedals. I would like the pedals to work exactly as the pedals of the real aircraft and the Z-axis (yaw) of my X-52 joystick to become the tiller. Is this even possible?

A quick search on Google and you'll find it! I don't think so. Mike Ray's book is a supplement upon the Boeing official manuals. I don't own his 737 one, but at least on his 757/767 guide it's like that.

Well, the "real procedure" is the "Electrical Power Up" procedure, which is to be found in the Supplementary Procedures chapter of the FCOM V1. Pilots don't usually do this procedure from memory, they rather follow it because there's a series of things they have to ensure and going through the list is safer. I imagine that APU bleed is left off to let the APU start-up without a "load", so to speak. Depending on how "smart" the aircraft is, even if you leave the cockpit switch in the "on" position, the system will wait until the APU has started and is online. The fuel pump is turned on the "help" feeding the fuel to the APU. However, as you well say, even if the pump is left off the APU pump will suction the fuel from the tank just as the engines would. The fuel pump ON is therefore something "optional". Interestingly enough, the Electrical Power Up doesn't mention either APU bleed nor fuel pump, so...

I've seen the videos and the landings look fine to me! Second video: Around 300 fpm. Third video, maybe 200? It's perfectly okay.

Haha, right. Experimenting with the aircraft and doing Flight Tests is my thing, apparently, haha. But who said that doesn't qualify as flying?

I'm interested in getting such a chart as well but, in the meantime, why don't you generate it yourself? Might be fun to do some flight-testing

Read the FCTM, section on LANDING. Other then that, practice. Don't become too obsessed with "greasing" the landing. The AP will touchdown at 150 fpm or so, that's the perfect rate. The FCTM tells you to "fly the aircraft onto the runway" and "don't allow the aircraft to float in an attempt of getting a smooth touchdown". There's SOOO many more parameters that define a good landing. That's why I've always been against those FPM-meters at touchdown, or those virtual airlines that would grant more points the lower the number... Ridiculous... Oh, and watch this interesting video! https://www.youtube.com/watch?v=UMcXbAmwiNs&index=23&list=PLZIehabHdEOc6RBK0OHDVPP_V6NSgaSky

Early EFIS aircraft are the best! 737 Classic 757/767 MD-80 A300 And then there's all the russians... hahaha

Yeah but overriding the controls into CWS doesn't seem too "elegant" to me. Also, is CWS the mode that you're really looking for at this stage? I don't think so. In other aircraft, overriding the controls will disengage the AP. In the 737, which has CWS, the logic of the system is "well, you're forcing the controls so we're going to let go, but to protect you a bit, we will go into CWS at least..." My humble advice: Reach the "break-off" point, I believe it's an NDB, with everything (gear, flaps, lights, etc) set for the visual segment and landing. In the heading bug on the MCP set the downwind heading for reference. The idea here is that you don't have to release the hands from your hardware while handflying. Turn both FDs off, disengage AT and AP. And fly! If you still want to turn on the autopilot, try cycling both FDs off and the on and see what happens!

Well, I just read you were flying SINGLE CHANNEL. Made me check the FCOM because I was unsure, hehe So apparently, during a Single Channel ILS approach, there's three ways of interrupting it. Here it doesn't make any difference above/below 1500 feet: TOGA switch Tuning a different frequency in the NAV receiver Overriding the control column/wheel into CWS During a Dual Channel approach and below 1500 feet it's: TOGA switch Tuning a different frequency into either NAV receiver Disengaging AP and turning both FDs off As in many occasions, I believe the FCOM is a bit ambiguous here. At one point it says: But then there's the different ways of exiting the APP when in Dual or Single... hmmm

That's normal. The only way out of APP mode below 1500 feet radio is cycling BOTH Flight Directors, i.e., both FDs to off and then back to on. That or hitting the TOGA buttons on the thrust levers to start a automatic Go-Around. As a side-note: A Dual Channel ILS approach below 1500 feet is a very "unique" autoflight system situation. The rudder pedals will be backdriven, for example, so the pilot feels what the AP is doing to the rudder. Usually the rudder pedals are not backdriven. Of course you can also get rid of all automation, take over and hand-fly the visual procedure into runway 08. More fun!

Yes, there's different types of ADIs (Attitude Direction Indicator) See here: http://www.b737.org.uk/flightinsts.htm#Classic_Flight_Instruments

Without hydraulics I can imagine the response to a control input be much slower, so you'll have to anticipate every turn. Also I imagine you'd have to hold the control deflected until there's a noticeable bank, then release to neutral. And to level out you'll have to deflect the wheel in the opposite direction with a lot of anticipation. The rudder has its own standby system, so that should still work. I imagine you could use the rudder to help you in small corrections.

hahaha, yeah. Just excuse me for being too nitpicky

Well, the 777/787 offer FPA capability See the little button on top of the V/S window, allows one to toggle between V/S and FPA. In fact the window is in FPA mode Boeing or Airbus, both are highly automated nowadays. It's not really true that a Boeing is "less" automated than an Airbus. The flying/cockpit philosophy might be different, but the automation is there on both manufacturers

Hi! The 737 has "conventional" controls, (not FBW), so you don't really need a Flight Controls synoptic, even though the 737NG and the 757/767 have it. Moving all three controls through their maximum range lets you know that: 1) No controls jam 2) Both controls, Captain and F/O, do the same thing. If you have a look at FCOM Normal Procedures, in the Before Taxi flow you will check the Flight Controls as indicated here: The 737 even has manual reversion, meaning you can fly the aircraft like if it where a Cessna (mechanical linkage) in case of complete hydraulic failure. The MD-80 is an interesting case, it's controlled via tabs that deflect in the opposite direction. So during a controls check in an MD-80 you're just moving the tabs, if the aileron itself is blocked you won't notice. uring the exterior walkaround you make sure that all flight controls are not jammed. I believe all FBW aircraft have a flight controls synoptic so you can see where the controls are during the check. On the ground, the FBW logic is usually "direct". As we know, in a FBW aircraft the pilot can input a forward force on the column but then the elevator might go down or not, hahaha Interestingly enough, there was a similar question today in AVSIM here.

Beautiful! Thanks a lot for sharing! Just a "nit-picky" kind of question: Why is the clock on the real plane in line with the VSI. I assume this is airframe dependent. Yes, quick search on airliners, this is from a LH D-ABXZ.

If you want to fly a FPA, you could work around this either by selecting V/S and doing the math. You need to know Ground-Speed and the Angle you want to fly. For the typical 3º glide, multiply your GS by 5 and that will do it. Another way would be building the profile in the legs page. Enter two waypoints, their passing altitudes to match the FPA, and it will compute a "ramp" in-between those with the angle you want. This has the advantage that you don't need to fly a constant GS for it to work.