If they are armed they’ll come up as soon as there’s weight on wheels. Increasing thrust after touchdown will stow the speedbrakes automatically and go around after touchdown is available. Some pilots stow the speedbrakes by nudging one thrust lever up a bit when exiting the runway.
If they’re NOT armed they’ll come up when you use the reversers. As soon as reversers are deployed a go around is forbidden.
I always do it. It’s in our SOPs and in some conditions the descent calculation really needs it. Some colleagues don’t do it and it triggers my OCD. It’s no big deal unless conditions are extremely out of standard.
Including:
TAI ON/OFF: When you expect to be using engine anti-ice. I set this up when it’s obvious that we’ll be using it for a large portion of the descent. Descent rate with TAI on is smaller than without it so VNAV needs to account for that in the geometry of the descent path.
ISA DEV: This is the average isa deviation along the descent. I look at the deviation at the TOD and at the destination airport and make an average. Then I put this average there. If at your TOD you’ve a Deviation of ISA-8 and you’re landing at sea level at an OAT of 5ºC (ISA-10), then I would enter -9ºC.
QNH: Self explanatory. Input the QNH at destination from latest weather report. This way VNAV will know how the altimeter reading will change and account for that in the geometry of the descent. It’s also good for mitigating the threat of QNH blunder error on non-precision approaches.
I’m not sure I know what the performance package is. Are you talking about the Short Field Performance? That’s about how the LE Flaps extend at every TE Flap position. The airplane is more slippery on descent. Also the speedbrakes come up further up on landing. I know some 737 operators have a B27 setting. The engine is B27 like all of them, it’s just that they have an additional take off thrust setting. We don’t have it on our 800s but all our MAX airplanes are B27.
I know nothing about auxiliary tanks. Sorry.
You can read the QRH checklist called “low pressure” to know what it’s about. It generally means that you have used up all the fuel in the center tanks (as it should be) and it is now time to put the center pumps switches in the off position. You’d just be moving the switches and turning off the light because as soon as the LOW PRESSURE lights blink on the pumps have already been shut off to prevent overheating due to dry running.
Yeah. It’s a rocket. I only fly 800 and MAX8 but I flew the 700 once and it is really a rocket. But not compared to my old airplane, the 757, which was unfathomably overpowered when flown at short haul fuel loads (so much that it requires less runway than the 737 both for take off and landing).
Well. It is automated. The pumps do turn off automatically as soon as the low pressure lights blink on. It wasn’t always like this but now the airplane does this to prevent overheating of a dry running pump. The low pressure light stays on until we put the switches in the off position. No need to delay this. The pumps are off anyway and the scavenge pump will transfer the last drops of fuel into the left wing tank when main tanks are less than 50%.
The reason this is “automated” is due to the fear an overheating center fuel-tank pump would ignite the fuel vapors, the same situation they think caused the TWA 800 explosion in 1996. Despite this, I would not consider the current behavior as “automated.” It’s more of a fail-safe against a TWA-like explosion.
In the case of TWA 800, the fuel in the center tank was overheated by the air conditioning packs that were located directly underneath the center tank and the fuel vapor was ignited by a short circuit in the electrical system for the fuel gauge. The plane sat on the tarmac for well over an hour before takeoff with packs running the a/c system and heating the fuel tank above. It’s likely the subsequent short circuit was caused by a higher voltage system that shorted the lower voltage fuel gauge system.
Could someone kindly confirm if the 737 works well again with SU12 Beta? I opted out on the initial release this time as there were some reports from PMDG about the stability of the product but would love to head back in if all is well again.
I have two quick questions. Hope you guys can help.
1: With the 900ER i get insufficiënt fuel messages with the simbrief profiles. And i did use the custom one from flightsim.to. Is this normal ?
2: The standard pmdg new eskimo livery from Alaska airlines from the ops centre has the HGS equiped for the 800. But as soon as i install different liveries from lets say inibuilds or flightsim.to the old 800 equipment is gone. Like say thr hgs. Are there dependicies? How does this work?
Apologies if my question has been asked and answered before, but I am wondering if others are encountering problems manually adjusting the trim wheel on the mod. I have had this problem for a while and thought it would work itself out if I reloaded the plane, but it did not. Is there a solution?
For your first question… make sure that you have set the same units in Simbrief and in the aircraft menu. I experienced the same before I found that I had lbs set in the PMDG FMC menu (that’s default set by PMDG). So I tanked only about half the amount calculated in kg by Simbrief.
FMC → Menu → PMDG Setup → Aircraft → Displays → Page 9/9 → Metric/Imperial Units
I also use that profile (from flightsim.to) and I don’t have this problem anymore. But I always add some reserve, like 1000 or 2000 kgs depending on the journey length.
