737-700 base check tips
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737-700 base check tips
Hi fellow aviators
I'd like to get inputs from guys about the base check on 737-700.I had a base check today on it but I was a bit behind the machine.I'd like to know what's the ideal power and pitch settings on downwind,my real problems on the flight today started more while turning base whereby I could intercept the glideslope but I ended up chasing it all the way,I'm due to complete them tomorrow.Any help is appreciated from you guys.Best Regards
I'd like to get inputs from guys about the base check on 737-700.I had a base check today on it but I was a bit behind the machine.I'd like to know what's the ideal power and pitch settings on downwind,my real problems on the flight today started more while turning base whereby I could intercept the glideslope but I ended up chasing it all the way,I'm due to complete them tomorrow.Any help is appreciated from you guys.Best Regards
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You asked for down-wind advice. However, first: after takeoff and rollers, approaching the turn onto downwind (750-1000') get the power back to 80% (even little less) = 1000fpm otherwise the a/c will rocket through 1500'. There will be a massive nose down as you haul off the power and you enter downwind out of trim. You're at F5. Try 5.5 & 55% or 6 & 60%. Easy to remember. The accurate figures for the day will be between these. Keep an accurate distance from the rwy and make sure you track //. Trim is always the key. Accurate power and trim = acurate speed and level flight. The a/c flies itself and you can relax and look out of the window, just checking inside at the parameters; include N1% in scan. It will depend on how your company teaches base leg, descending or level. On finals nail the pitch & power for landing config quickly to allow accurate triming. Pitch/attitude flies the glide path, (V/S) trim maintains that attitude, and constant power = stable speed and stable trim. You just guide the a/c in roll to the smash point looking out the window, and scanning inside every few seconds to see everything is where it should be. If the attitude is wrong, the V/S will be wrong (and visa versa) and the glide path will change. You can correct it before it has chance to do so. Same with N1%.If it's wrong the speed will change, and then you are into power/pitch couples. Correct it before the change has happened. Make only small changes and fly with your finger tips; not gripping the yoke like you are Dirty Harry holding a Magnum 45. Then you can feel if the trim is correct. All this allows you to relax and breath properly, and put the centre line between your legs.
But surely, if you've been training circuits in the sim, before the live a/c, these things would have been practiced; or have I missed something? That's what sims are for.
But surely, if you've been training circuits in the sim, before the live a/c, these things would have been practiced; or have I missed something? That's what sims are for.
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Flight path vector...
down wind, put it on the horizon
on final put it just below the first the 2,5 deg bar on the PFD that would be 3 deg to most people...
and then just set your throttles as needed
down wind, put it on the horizon
on final put it just below the first the 2,5 deg bar on the PFD that would be 3 deg to most people...
and then just set your throttles as needed
Any Sim instructor worth his pay would have fully briefed you on the required Pitch Attitudes and Thrust settings on day 1
Even if he didn't then you would certainly know enough by the time it came to any Base Training.
This is a load of BS.
Even if he didn't then you would certainly know enough by the time it came to any Base Training.
This is a load of BS.
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Aha! An opportunity to get this thread moved for good
PMDG 'make' an excellent series of programmes to run in MS FltSim with different aircraft models. I understand from a fanatical friend the 'new' 737NG is brilliant and has a load of Boeing Fcoms etc with it, which might help our armchair poler.
I have the 'old' 737NG prog - which is good.
PMDG 'make' an excellent series of programmes to run in MS FltSim with different aircraft models. I understand from a fanatical friend the 'new' 737NG is brilliant and has a load of Boeing Fcoms etc with it, which might help our armchair poler.
I have the 'old' 737NG prog - which is good.
