charlie1017
Well-Known Member
Exactly. I tell the Capt everything I do with the box.
Furlough Estimates
- Thread starter ZapBrannigan
- Start date
JDean3204
Well-Known Member
I miss one thing about the Q over the 767, that is VTO (vertical direct to). Getting pulled off of profile vertically and laterally in the 76 is a pain during arrivals because once you’re again cleared via, you have no VTO or vertical direct to. The little diamond comes up after about 10-20 seconds of calculating, if you’re not close to the path there is a few more button pushes to get back on path. If it’s pegged you have to go to PROG PG 2 to see your vertical deviation. Same with a runway change, once you punch it in and execute your path disappears for a while, when it reappears again some intervention could be required if it is a busy arrival. Kind of a first world problem I know, but hey, keeps my 3/1 maths skillz sharp
I’m thinking it’s because the Boeing’s I fly were made in the 80’s and that wasn’t yet a feature of VNAV. Some of our -200’s don’t even have GPS lol.
Does the 737 have a vertical direct feature?
I’m thinking it’s because the Boeing’s I fly were made in the 80’s and that wasn’t yet a feature of VNAV. Some of our -200’s don’t even have GPS lol.
Does the 737 have a vertical direct feature?
Cherokee_Cruiser
Bronteroc
charlie1017
Well-Known Member
No, but on the VNAV page it has a current Vertical Bearing (V/B) , and vertical speed (V/s) to make the fix that the VNAV is looking at next.
Cherokee_Cruiser
Bronteroc
A vertical bearing, yes (helpful when taken off arrival on vectors). It’ll show vertical bearing (Required VS) to the next fix. You can change that fix to whatever you want, like putting in the runway you’re landing on.
JDean3204
Well-Known Member
BEEF SUPREME
Well-Known Member
Meh. I mean I knew about the page to edit min and max speed. I didn't think about using that page to hack the ECON decent page.
I also learned that the VNAV I've used on about 3 corporate aircraft and the EMB-175 is way better than this Collins garbage. But I kind of already knew that.
Cherokee_Cruiser
Bronteroc
Bonus, when does altitude intervention not work?
ShortField
No one of consequence
In what context? Just to populate the cruise page with a new (lower) cruise altitude, if you put the new altitude in the mcp, and hit alt intervene it won’t do anything for ya.
zmiller4
Well-Known Member
We’ve pretty much got the Yale Whiffenpoofs vs the Harvard Krocodiloes here.
BobDDuck
Island Bus Driver
*of the sky
It won’t without VNAV engaged. Both a function of, and takes precedence over.
Cherokee_Cruiser
Bronteroc
Nark
Macho Superpilot
*extremely jealous of the those in the industry.Only one walked out still in the industry and doesn’t hate the 737?
EIR
It's 5 o'clock somewhere
The VNAV did not work in our 35As when they installed the dual Garmin 750s. We could VNAV it through the GPS, but it was not tied to the MCP.
Boeing Logic: > 50 mi from TOD - recruise it. <50mi from TOD - Descent Now. If you get an immediate descent followed by a Descend Via: FLCH it then recruise it. If you get VNAV SPD in your descent, your ears should perk up.
Roger Roger
Bottom of the list
Maximilian_Jenius
Super User
Lol, how is someone jealous of those in the industry. When said person choose to leave?
JDean3204
Well-Known Member
Recruise can also bite ya if you recruise more than once on the way down if directed to start stepping down early. The FMS speed will slow down and then you have to either speed intervene or re punch the desired FMS speed and transition. Happened to me a few times going into CVG, I didn’t notice but when center told me to speed up for traffic I noticed the FMS Mach speed was much lower than .79 or.80. Good lesson learned, so now I’ve backed the recruise vs des now to 80nm and only recruise one time. Anyone shed light on why the speed adjusts during recruise in the Mach levels?? I’m new to all this jet stuff lol
charlie1017
Well-Known Member
I presume (I dont fly the 767) its because youre flying Cost Index. As such, upon re-cruise it will go straight to the calculated CI speed for the new cruise altitude.
And regarding recruising distance, ive seen folks re cruising too close to the T/D for the old altitude, and then the green banana for the new altitude is *beyond* the new T/D. Hilarity ensues when pointing it out.. Followed by disbelief, then full speed brakes scrambling down.
JDean3204
Well-Known Member
That makes sense, but I usually leave a note for myself to input default cost index prior to descent, usually during the briefing. I have forgotten to do that before as well though, in one version of our FMS you can input the default in the descent to the new recruise altitude, the old version you cannot, you have to wait until you’re at that altitude with vnav path in the FMA