B737-700 Help
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B737-700 Help
Hi everyone
Just have a couple of questions for people in the know of the 700. as I have a Advanced handling course at CTC coming up
1. What does RECALL on the checklist mean?
2. At 1500ft above AAL the PF sets climb pwr and asks for CLEAN SPEED? What is it and how is it calculated?
3. on a NORMAL climb out, Would you normally maintain V2+15 all the way till 3000ft or would you lower the nose to 10 degrees @1500 and allow the A/c to accelerate to flap retraction speed?
4.On passing FL150 in the desent PNF warns the cabin 10mins and selects FSB? what is FSB?
5. any tips on flying this a/c raw data
cheers
Just have a couple of questions for people in the know of the 700. as I have a Advanced handling course at CTC coming up
1. What does RECALL on the checklist mean?
2. At 1500ft above AAL the PF sets climb pwr and asks for CLEAN SPEED? What is it and how is it calculated?
3. on a NORMAL climb out, Would you normally maintain V2+15 all the way till 3000ft or would you lower the nose to 10 degrees @1500 and allow the A/c to accelerate to flap retraction speed?
4.On passing FL150 in the desent PNF warns the cabin 10mins and selects FSB? what is FSB?
5. any tips on flying this a/c raw data
cheers
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1- It's part of the System Annunciator System and located on the glareshield- if a warning light is on out of eyesight on the overhead panels or fire warning system, the Annunciator on the glareshield may illuminate red and advise what system has an alert in amber. Pressing cancels it and arms it for another warning. Pressing the Recall (ie the annunciator) will again bring up which system is giving an alert (in case you have forgotten).
2- We do it at 1000' AAL and call for 'VNav'. Clean speed is obviously above Flaps speed and it will command an acceleration to retract flaps expeditiously to initial en route climb speed whilst maintaining a steady climb.
3- No, follow 2. On the 737NG, when you program a SID, it should give appropriate speed targets- just follow the flight director commands and retract flaps. If there is a special climb requirement, you could call for 'Level Change Speed 210' or just 'Top Bug' to climb at a desired speed.
4- Seat Belts I should think.
5- The Flight System is the same as on the 747-400 and 777, and wonderful. It has all the information there you could possibly want. To begin with, maybe focus on only the important bits until you learn to absorb all it can tell you. It makes flying NDB and VOR approaches astonishingly accurate and far easier. Learn to use (and love) the Flight Path Vector. It makes flying level far easier. Having flown an NG, the thought of going back to stone-age 300-500s will have you waking up screaming! With the NG, the 737 seems to have leapfrogged Airboos!
2- We do it at 1000' AAL and call for 'VNav'. Clean speed is obviously above Flaps speed and it will command an acceleration to retract flaps expeditiously to initial en route climb speed whilst maintaining a steady climb.
3- No, follow 2. On the 737NG, when you program a SID, it should give appropriate speed targets- just follow the flight director commands and retract flaps. If there is a special climb requirement, you could call for 'Level Change Speed 210' or just 'Top Bug' to climb at a desired speed.
4- Seat Belts I should think.
5- The Flight System is the same as on the 747-400 and 777, and wonderful. It has all the information there you could possibly want. To begin with, maybe focus on only the important bits until you learn to absorb all it can tell you. It makes flying NDB and VOR approaches astonishingly accurate and far easier. Learn to use (and love) the Flight Path Vector. It makes flying level far easier. Having flown an NG, the thought of going back to stone-age 300-500s will have you waking up screaming! With the NG, the 737 seems to have leapfrogged Airboos!
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Clean speed- minimum speed with flaps up--on the Ng the green circle around 200 kts.Just put the target bug on it and accelerate while retracting flaps.
Flying raw data...a pilot plane,this is the 737.You have to train on instruments flow,just look at the instruments panel and imagine the way you'll check your instruments-
3-Rainbow is not exactly accurate-the fmc will give you target speeds only after selecting VNAV,which is done after flaps up. Normal proceure usually is 1500 -climb thrust,then at 3000' accelrate to flaps up speed.
FSB-Fasten Seat Belts
FPV -I won't suggest working on it for your exams,leave it for later play
Flying raw data...a pilot plane,this is the 737.You have to train on instruments flow,just look at the instruments panel and imagine the way you'll check your instruments-
3-Rainbow is not exactly accurate-the fmc will give you target speeds only after selecting VNAV,which is done after flaps up. Normal proceure usually is 1500 -climb thrust,then at 3000' accelrate to flaps up speed.
FSB-Fasten Seat Belts
FPV -I won't suggest working on it for your exams,leave it for later play
Warning Toxic!
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Alex,
3- Maybe in trying to be concise my meaning didn't come through, but what I meant was programming a SID into the FMS will give a succession of speed demands at turning points in the FMS, and obviously when VNAV is selected, these speed demands will be reflected in the speed targets displayed on the EADI speed tape.
There is a caveat to not regard one's own airline procedures as standard throughout for everybody. We just select VNAV at 1000' and accelerate away. BA does the same thing with acceleration to flap retract on the 747, after taking off with VNAV already armed. There are many ways to skin a cat, and everybody appears to do it differently!
3- Maybe in trying to be concise my meaning didn't come through, but what I meant was programming a SID into the FMS will give a succession of speed demands at turning points in the FMS, and obviously when VNAV is selected, these speed demands will be reflected in the speed targets displayed on the EADI speed tape.
There is a caveat to not regard one's own airline procedures as standard throughout for everybody. We just select VNAV at 1000' and accelerate away. BA does the same thing with acceleration to flap retract on the 747, after taking off with VNAV already armed. There are many ways to skin a cat, and everybody appears to do it differently!
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Hy Rainboe,indeed there are many Sop's,but I was refering at standard Boeing NP ,where VNAV is selected after flaps up (my guess to allow for different noise abatement procedures and to avoid complications in case of jammed LE flaps or slats ) and also AP on after VNAV (the latest revision).
I don't know about the 747 but I guess there may be some differences compared to the 737.
I think I would like more to select VNAN at 1000',even more on ground,but for the moment we use standard Boeing NP..
Brgds
I don't know about the 747 but I guess there may be some differences compared to the 737.
I think I would like more to select VNAN at 1000',even more on ground,but for the moment we use standard Boeing NP..
Brgds
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hi guys
thanks for ya answers, its certainly a big help!
Another question
1. after take - my sim profile says retract flap on shedule? do i have to learn the speeds or does it tell me on the speed tape? i.e flap5, flap 1?? on the a/c i fly we just select flap up at 130kts
cheers
thanks for ya answers, its certainly a big help!
Another question
1. after take - my sim profile says retract flap on shedule? do i have to learn the speeds or does it tell me on the speed tape? i.e flap5, flap 1?? on the a/c i fly we just select flap up at 130kts
cheers
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At V2+15 and accelerating you retract flaps one notch. Then as the aircraft accelerates through the next number on the speed tape call for next flaps setting.
Example, flaps 15 takeoff:
- V2+15: call flaps 5
- accelerating through "5" on the speed tape: call flaps 1
- accelerating through "1" on the speed tape: call flaps up
Example, flaps 15 takeoff:
- V2+15: call flaps 5
- accelerating through "5" on the speed tape: call flaps 1
- accelerating through "1" on the speed tape: call flaps up
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on the classic you have to know the speeds ,but on the NG you have bugs on the speed tape.When the speed approaches the selected flap bug,call for next flap position (up or down). Do not select a lower speed without calling for flap (for ex selecting in the MCP target speed for flap 5 while you are with flaps up).Flap ,then speed and so on.
So,after take-off,at speed greater than V2+15 (white bug) call for 'bug up' ,flap 1,at speed approaching bug 1 ,call for flaps up.After flaps up call for VNAV,then AP ON.
So,after take-off,at speed greater than V2+15 (white bug) call for 'bug up' ,flap 1,at speed approaching bug 1 ,call for flaps up.After flaps up call for VNAV,then AP ON.
