There’s often a misunderstanding with this. Real world routes are not a thing. Canned routes are common even in real life, but they usually start off as a random shortest distance possible route that later gets ruined by ATC, ATFM and weather. In real life I rarely fly the same route twice to the same destination. In the end it just doesn’t matter what route SimBrief creates. It makes no difference. Also, apart from the route you fly, you should know that ATC nowadays gives us directs whenever possible so we cross FIRs in a straight line from the entry point directly to the FIR change point.
In flights when there’s not much conflicting traffic where the countries involved collaborate properly, I have been given a direct to 10nm final very shortly after take off.
The bottom line is: The route does not matter that much.
We don’t have it and I’m under the impression that most airlines do not have this option. It’s not really cost effective. It only allows you to use the LTS minima (Lower than standard) and they’re very expensive. I can’t comment much on its use but I guess they’d be use for CATIII approaches mandatorily and then up to the pilot for the rest of the flight. The 737 doesn’t have a large flightdeck so I’d assume they would stow it during the cruise.
Some airlines have it and some don’t. It is an option in most airplanes. I haven’t seen a 737 that had it but when I flew 757 we did have it. For day to day taxiing, the FO may or may not be allowed to use it for taxi (depends on the company) but having one on the FO side means that you’d be able to taxi the airplane off the runway in a captain’s incapacitation scenario, which is something we can’t do when there’s only a captain side tiller.
In my airline we don’t have it. By the way the 737 controls are designed, the flight control check can be done without it, as any malfunction of the control surfaces would be felt by the pilot when checking the full range of movement before taxi. We only have hydraulic information in the SYS page.
This also comes down to specific airline SOPs. In my airline, V/S during climbs is prohibited (with one exception). LVL CHG is allowed but VNAV is encouraged and preferred. We only use V/S to limit the rate of climb approaching a level off when the vertical speed exceeds 3000fpm at 3 to go, 2000fpm at 2 to go and 1000fpm at 1 to go. Only if the vertical speed exceeds these values before levelling off we’ll use V/S. We do this to reduce TCAS TA events by reducing the closing rate to potential traffic above. We also use this during descents.
For increasing rate of climb you can use ALT INTV and reduce the speed slightly (a few knots at a time, to keep the nose high). If ATC wants a consistently high rate of climb you can stay in VNAV SPD and simply select “best rate” in the FMC. This will first zoom the airplane to a slower speed giving you a very high rate of climb and then it’ll settle at the speed resulting in the highest rate of climb possible.
That looks crazy. Why has the speed got over/underspeed red zones showing above and below your actual speed. Looks like some kind of bugged state. -10500 ft per min vertical too and a downwards to the left spiral.
I don’t see anything wrong with you AP there who knows what is going on there.
If you go to the main Liveries section of Flightsim, then select the PMDG 737-700 directly, you can search within those results for particular airlines. That’s how I found the ones I mentioned above.
Strange behaviour the last two flights on the 700, after the glide slope has beem captured i get a stall warning and the planes climbing violently, upon looking at the trim wheel its on maximum trim.
Anybody else experiencing the sane ?
I have done a couple of flights since the latest update in the -800 variant and personally have not had the aircraft do anything out of the ordinary in flight. I have noticed however that when starting up the APU that I only seem to get 400 on the EGT? Has anyone else had this issue? It may very well be an error by me.
Thank you for the response. I remember on start it used to get to around 800 and when I would turn the APU GEN switches on i would not get a drop out of power however now I am for a few seconds before power restores. Unsure if it is just me. Thank you for the response.
That is normal behavior, it will increase up to roughly 800 like you say before dropping and stabilizing around 400, takes a minute. So all is good afaik
With the 900 coming soon, just wondering if there are any RL pilots with time in this jet? I’d be curious about how well it handles, given that the 800 isn’t exactly the most powerful jet out there (at least compared to my favorite, the 700 which is a blast to fly).
