Airbus oldy now a 737 newby………help!
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Are you sure you are on the last route segment when you wind the Alt. away?
Stupid bloody thing. Fortunately the weather was great so we turned off the FDs and continued visually.
Only half a speed-brake
Checked the old manuals, the company would set
MCP = MDA + 50' + Temp. correction
G/A target was dialled when passing 300 ft above the applicable minima.
MCP = MDA + 50' + Temp. correction
G/A target was dialled when passing 300 ft above the applicable minima.
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ImbracableCrunk
I have flown thousands of hours in both but RNP only in the -800.
But in both our training department would have a fit if you set 00000.
If you are worried about Alt. Acq. select V/S first.
Flightdetent is correct.
I have flown thousands of hours in both but RNP only in the -800.
But in both our training department would have a fit if you set 00000.
If you are worried about Alt. Acq. select V/S first.
Flightdetent is correct.
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VNAV in a classic.
There’s your problem.
RNP in an -800NG not an issue. They are designed for it.
00000 in the MCP is a bad idea either way.
Certainly not a habit to teach a newbie like the OP.
There’s your problem.
RNP in an -800NG not an issue. They are designed for it.
00000 in the MCP is a bad idea either way.
Certainly not a habit to teach a newbie like the OP.
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You don't set MAP in the CL until you are going around [Edit: or 300 above mdah]. That's our point.
Last edited by ImbracableCrunk; 2nd Nov 2021 at 12:50. Reason: Correction
Only half a speed-brake
Banana Joe
You say have to, our old manuals have different choice: MDA/DDA/DA instead.
Yes, for RNP VNAV on the -400. The graphics recently posted shows exactly the same.
What are we missing, I mean, you're the only one actually flying it, right? Where does this must come from?
You say have to, our old manuals have different choice: MDA/DDA/DA instead.
Yes, for RNP VNAV on the -400. The graphics recently posted shows exactly the same.
What are we missing, I mean, you're the only one actually flying it, right? Where does this must come from?
Thread Starter
Boeing guidance is the same. If windshear is confirmed, then you should delay takeoff or discontinue the approach (FCOM SP 16 has some good stuff in it). However if windshear is only suspected, you can improve aircraft's performance by rotating at the performance-limited Vr (which can be up to 20kts higher than normal Vr), to give you better performance in case that you actually end up in a windshear.
track up is a customer option, that can be only changed by the airline. Personally, I never look at the compass rose below the PFD, and track up is by far superior for most phases of flying, with the odd exception of transitioning to visual part of the landing with high crosswinds, where the runway on the ND will appear straight ahead rather that left/right.
The altitude set in the MCP window is temporary, it just needs to be something lower than where you are - most operators pick MDA rounded down. You should never actually reach it. Once you're 300' below missed approach altitude you can reset the missed approach altitude and VNAV will ignore it.
Thanks all for the feedback, very interesting discussion from some clearly experienced and thoughtful drivers.
There are some more questions I thought I would throw around.
- Our procedure is to manually deploy the speedbrake on touchdown despite the fact that its armed. I have been constantly critiqued for not getting to it fast enough and letting it deploy automatically. I dont miss it on purpose, I am just not fast enough yet. However, it appears to deploy very quickly and I am unsure why we need to race our hand down to deploy it manually. Is there a history of auto failure on the speedbrake?
- Not so much 737 related but more generic a question. Our procedure is to call V1 5 knots early to cater for the “delay in recognition”. I have crossed this bridge before on the Airbus in my previous airline where the same procedure was employed. My issue is two fold. Firstly, they will not pin the automation to auto call V1 because it cant be programmed to call 5 knots early. Second, the V1 calculation is designed to cater for the delay in recognition. I have raised this before on pprune and saw some interesting answers but its one that has me intrigued. Can the Boeing be programmed to auto call out V1?
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FlightDetent
I've done the type rating at an operator, currently flying at another operator and in both places this is the procedure for a VNAV flown approach. I guess both ways work. We actually set MAA 300ft above MDA if the approach is flown with V/S.
But I would not be surprised my operator may like to complicate things. Considering the country they're based in it would make sense
I've done the type rating at an operator, currently flying at another operator and in both places this is the procedure for a VNAV flown approach. I guess both ways work. We actually set MAA 300ft above MDA if the approach is flown with V/S.
But I would not be surprised my operator may like to complicate things. Considering the country they're based in it would make sense
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The question is, why do we have to wait until so late in the approach(300' above MDA) to set the missed approach altitude when there is increased risk of forgetting as one is getting close to minimums and getting more focused on acquiring visual contact with the runway.