I don’t trust myself fully with the throttle when I remove the autothrottle prior to landing so I tend to go with at least vref+5, sometimes +10 if there’s a strong headwind etc. Seems okay, not totalled the aircraft on landing yet. Haha.
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Many thanks for your response and informative reply. Thank you.
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Have a look at “Fancy Zones” in the Windows Power Toys
I love flying the CRJ. Landings were horrible at first but practice makes “adequate”. The HGS is a big help to see trends developing. Fascinating to see the different cockpit philosophies between the dino jet and the CRJ. The CRJ’s cockpit is much more efficient and user-friendly.
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I assume you wanted to write between Vref and Vapp+15 for the stabilized approach criteria. There is a lot of confusion around the approach speed calculations and stabilized app criteria even among RL pilots.
I guess it was discussed here already but just for recap:
Vapp=Vref+additive where the additive is the half of the steady headwind component plus full gust, minimum 5 maximum 20 knots.
Stabilized approach criteria for speed is always between Vref and Vapp+some margin (depending on the airline but around 10-20 knots).
For landings with A/T on the Vapp is always Vref+5
I need to go back to it sometime. Not been near it since the BAE146 and 737-700 were released. I did like the CRJ a lot though.
It’s the relearning the quirks that takes time. I should have written some notes!
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Why does cruise speed get slower? Starts of at 0.767 and then slowly decreases until 0.760?
What is this magenta “660” entry? Why doesn’t the screen display the run way being used to take off?
- bob
There may be different SOPs there then. In my airline we have to be between Vref and Vref+15 (Not Vapp+15).
If we add 10kts to our VREF due to wind we’re not gonna allow a 15 knot margin on top of that for our stabilized criteria. The absolute maximum is VREF+20 for when maximum additive is used (Represented by the white bug during approach on the -800). If the speed falls between VREF+15 and VREF+20 it must be a very short burst otherwise we can’t call it stabilized and must go around.
Could I see a screenshot of your manuals saying your top margin is counted from Vapp and not Vref? I’m interested.
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Boeing aircraft don’t display the runway on departure, only on the approach, because in itself it isn’t a waypoint.
The 660 is 660ft, with the instruction effectively being ‘fly straight ahead until 660ft. At 660ft turn to VUYWO’.
If you look at the departure plate for this SID I’d wager that there is a note somewhere along the lines of ‘no turns below 660ft’.
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Wonder if anyone can help , I saw a YouTube video where they showed sunblinds. I have sun blinds turned on and can pull the yellow ones out, but can’t get the green? sunblind which can slide round the cockpit roof(got the track). How do you get it ?
Here it is:
You click on the sunblind and it will be hung up on a rail. There you can drag it to a position you need.
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You have to go to the PMDG OPTIONS settings in the FMS. There is a menu selection to enable the sun shades there, but I don’t recall exactly which menu as I am not at my MSFS computer.
Thanks that’s exactly it, could have spent ages trying to find it
Hi 737 pilots,
I fly this beatiful plane quite often and I have noticed something weird.
Does anyone of you experience sound and frame stutters during flights?
It happens randomly and it lasts roughly 15-20 seconds.
During my last flight EGAA BIRK, 785NM, it occurred like 4 times.
Very weird.
I’m on SU9
Cheers Mark
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If you are using FSUIPC turn off the auto save feature in FSUIPC. That was when I saw something similar on the CRJ and I have seen others mention it for the 737.
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Wow…
So if your Vapp is Vref+20, you go just 1 knot higher (which will definitely happen) you should do a go around?
Sorry I assumed you were wrong! But I’ve never seen or heard anything like that. You guys have a weird SOP…
Thanks for your reply, but I don’t use that add on.
Cheers Mark
Yourcontrols folder in community folder ?
You would never select Vref+20. The maximum wind additive is 15kts. When you fly Vref+15, that’s when Vref+20 (white bug) becomes the limit for the stabilized criteria. Check your manuals. I don’t think this is company SOPs and I’d be surprised if there was a difference there.
Even when you fly VREF ICE on one engine inoperative landings, your maximum wind additive is 5kts (so you’d be flying Vref15+10+5). I don’t think there’s a scenario where you would command an additive greater than 15kts for the current flap setting within the scopes of every checklist and Boeing manual. The only situation where a manual mentions a higher additive is for the speeds used in flap malfunction landings where speeds like VREF40+30 or VREF40+40 are mentioned. But in this case your flaps would not be F40 and the resulting airspeed becomes the effective VREF to which you should still add a 5 knot additive.
The only places where the manuals mention a higher additive is in flap malfunctions where speeds like VREF40+30 are mentioned but this is a different scenario, as you wouldn’t be using F40 (you have an assymetry) and the resulting airpseed becomes your Vref on which a minimum additive of 5kts is added.