B737 Takeoff with VNAV and LNAV disarmed
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B737 Takeoff with VNAV and LNAV disarmed
Hellow everyone, I am currently undergoing B737 and I got question to ask.
Let us say you were instructed to takeoff and fly runway heading soon after departure,
when you hit TOGA, does HDG SEL automatically selected and shows up on FMA or is it after departure ?
James
Let us say you were instructed to takeoff and fly runway heading soon after departure,
when you hit TOGA, does HDG SEL automatically selected and shows up on FMA or is it after departure ?
James
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It depends on the aircraft, as this is customer option.
It is either HDG SEL for takeoff, which means that as soon as you hit TOGA, you will get HDG SEL on the FMA, or it is wings level in which case the roll FMA will be blank.
It is either HDG SEL for takeoff, which means that as soon as you hit TOGA, you will get HDG SEL on the FMA, or it is wings level in which case the roll FMA will be blank.
As a very old fossil, why don't you just fly the aeroplane?
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As mentioned it depends. Certainly on the classics and on some NGs the HDG SEL will become active on the FMA at 400’
Until then the roll mode will be blank and FD bars will command wings level
Until then the roll mode will be blank and FD bars will command wings level
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I have a lot of respect for a pilot who is capable of “just flying the aeroplane” when required.
But I have no respect for a pilot who chooses to “just fly the aeroplane” because he actually doesn’t know or understand his aeroplane.
Chuck Yeager apparently would never fly an aircraft until he knew the flight manual by heart and could find every switch blindfolded.
We’d all be wise to fully understand our aircraft systems before we get airborne and be forced to exercise our superior handling skills in an attempt to cover for our lack of study and knowledge.
But I have no respect for a pilot who chooses to “just fly the aeroplane” because he actually doesn’t know or understand his aeroplane.
Chuck Yeager apparently would never fly an aircraft until he knew the flight manual by heart and could find every switch blindfolded.
We’d all be wise to fully understand our aircraft systems before we get airborne and be forced to exercise our superior handling skills in an attempt to cover for our lack of study and knowledge.
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At my company all aircraft will stay in TOGA until a lateral/vertical mode is selected. For vector departures we set the heading and call for Heading Select at 400AGL or the charted turn altitude if higher.
Flight Director addiction, like tobacco addiction, is a real health hazard.
I say that, having operated with one simulator instructor who screams at his students to "follow the bloody flight director" even though the aircraft is in a gross unusual attitude 30 degrees nose down in a spiral dive.
I say that, having operated with one simulator instructor who screams at his students to "follow the bloody flight director" even though the aircraft is in a gross unusual attitude 30 degrees nose down in a spiral dive.
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I have a lot of respect for a pilot who is capable of “just flying the aeroplane” when required.
But I have no respect for a pilot who chooses to “just fly the aeroplane” because he actually doesn’t know or understand his aeroplane.
Chuck Yeager apparently would never fly an aircraft until he knew the flight manual by heart and could find every switch blindfolded.
We’d all be wise to fully understand our aircraft systems before we get airborne and be forced to exercise our superior handling skills in an attempt to cover for our lack of study and knowledge.
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In my "old school" instrument training parlance, attitude and power are "control" instruments. Airspeed, altitude, heading, etc are "performance" instrument. You set the "control" instruments to the desired positions and then cross-check the "performance" instruments to see if you are getting the desired response. If something is out of whack, then you would first cross-check your attitude and power indicators and, if deemed reliable, continue to fly them and then determine if something is wrong with one of your performance indicators. This is a lesson that is easily forgotten in the age of modern airliners. Sadly, there are many pilots who don't get much beyond following the flight director commands, a method that probably works 98% of the time. It's that other 2% that will get you in trouble.......
The P-51 flight manual was 78 pages.