Final Approach B734

Kevin wrote:
Hi all,
I have a few concerns with landing a B734 (flight simulator). Does
anyone know where I can find a POH for this aircraft. Also, in the
flight simulator, it seems as though i can never find that happy medium
between velocity and flaps I speed up and gain too much lift, I
decrease speed and drop too fast....I adjust flaps and completely lose
it. Does anyone have any suggestions for me? Sorry for such a basic
question, but for some reason my knowledge of landing cessnas isn't
carrying over to the 737...imagine that!
Thanks,
and I appreciate any comments...sarcasm and serious alike.
-Kevin

I dunno much about flying jets, but I remember someone once told me on
a jet it's the other way around to a light a/c.. In a Cessna you use
power to control rate of descent and attitude to control speed but on a
jet it's power = speed and attitude = rate of descent.
I have had a crack at our local 737 sim and he got me to fly at 145kt
with full flap all the way down the approach. Seemed to work well...

Dunno if this will help but bonus if it does aye.. :-)

cya

Chris

Thanks Chris,
I appreciate the advice. I have heard the same as well...maybe it is
the configuration of the aircraft in the simulator that is giving me
issues. I thought I have been doing everything right. If I hear
anymore I will let you know if you'd like.
Thanks, Kevin
chris wrote:
Kevin wrote:
Hi all,
I have a few concerns with landing a B734 (flight simulator). Does
anyone know where I can find a POH for this aircraft. Also, in the
flight simulator, it seems as though i can never find that happy medium
between velocity and flaps I speed up and gain too much lift, I
decrease speed and drop too fast....I adjust flaps and completely lose
it. Does anyone have any suggestions for me? Sorry for such a basic
question, but for some reason my knowledge of landing cessnas isn't
carrying over to the 737...imagine that!
Thanks,
and I appreciate any comments...sarcasm and serious alike.
-Kevin

I dunno much about flying jets, but I remember someone once told me on
a jet it's the other way around to a light a/c.. In a Cessna you use
power to control rate of descent and attitude to control speed but on a
jet it's power = speed and attitude = rate of descent.
I have had a crack at our local 737 sim and he got me to fly at 145kt
with full flap all the way down the approach. Seemed to work well...

Dunno if this will help but bonus if it does aye.. :-)

cya

Chris

Kevin wrote:
Thanks Chris,
I appreciate the advice. I have heard the same as well...maybe it is
the configuration of the aircraft in the simulator that is giving me
issues. I thought I have been doing everything right. If I hear
anymore I will let you know if you'd like.
Thanks, Kevin

Yep, do let me know.. And what sim and which 737 are you using, just
out of interest...

x-plane version 8.5...I was flying Microsoft, and although their
graphics are much better, the realism isn't there.
chris wrote:
Kevin wrote:
Thanks Chris,
I appreciate the advice. I have heard the same as well...maybe it is
the configuration of the aircraft in the simulator that is giving me
issues. I thought I have been doing everything right. If I hear
anymore I will let you know if you'd like.
Thanks, Kevin

Yep, do let me know.. And what sim and which 737 are you using, just
out of interest...

x-plane version 8.5...I was flying Microsoft, and although their
graphics are much better, the realism isn't there.

Yep, do let me know.. And what sim and which 737 are you using, just
out of interest...

Can someone tell me why it is now necessary or appropriate to discuss a pure
simming question, when there is a perfectly good sim group, right around the
corner?

What is next? Are we going to start talking recipes for baking a cake? How
about some nice basket weaving?

Come on, fellows. Go talk about sims on the sim group.
--
Jim in NC

Sorry Jim,
I thought that someone might feel gracious enough to share some real
world advice with those who aren't privileged enough to have a pilot's
license. Maybe with the free time you have to criticize others you can
use it to find a group that enjoys being uncharitable.
wrote:
x-plane version 8.5...I was flying Microsoft, and although their
graphics are much better, the realism isn't there.

Yep, do let me know.. And what sim and which 737 are you using, just
out of interest...

Can someone tell me why it is now necessary or appropriate to discuss a pure
simming question, when there is a perfectly good sim group, right around the
corner?

What is next? Are we going to start talking recipes for baking a cake? How
about some nice basket weaving?

Come on, fellows. Go talk about sims on the sim group.
--
Jim in NC

Kevin wrote:
Sorry Jim,
I thought that someone might feel gracious enough to share some real
world advice with those who aren't privileged enough to have a pilot's
license. Maybe with the free time you have to criticize others you can
use it to find a group that enjoys being uncharitable.


Anthony...uh, I mean Kevin. Sure you don't live in France?



--
Mortimer Schnerd, RN
mschnerdatcarolina.rr.com

chris wrote:
I dunno much about flying jets, but I remember someone once told me on
a jet it's the other way around to a light a/c.. In a Cessna you use
power to control rate of descent and attitude to control speed but on a
jet it's power = speed and attitude = rate of descent.

I remember hearing the same thing. Now having done my IFR license, you
always stay on the forward part of the curve where power = airspeed and
attitude = descent rate (power + pitch = performance). sO It's the same
for light a/c as well. it just depends on what part of the power curve
you are on and IFR a/c (in general) want to stay on the forward part of
the curve.

Gerald

G. Sylvester wrote

chris wrote:
I dunno much about flying jets, but I remember someone once told me
on a jet it's the other way around to a light a/c.. In a Cessna you
use power to control rate of descent and attitude to control speed
but on a jet it's power = speed and attitude = rate of descent.

I remember hearing the same thing. Now having done my IFR license, you
always stay on the forward part of the curve where power = airspeed
and attitude = descent rate

Well....you got that wrong! I post the following paragraph quoted from
"Aerodynamics for Naval Aviators".

The above relationship states that, for a given weight airplane, the
rate of climb (RC) depends on the difference between the power available
and the power required (Pa- Pr), or excess power. Of course, when the
excess power is zero (Pa-Pr=0 or Pa = Pr), the rate of climb is zero and
the airplane is in steady level flight. When the power available is
greater than the power required, the excess power will allow a rate of
climb specific to the magnitude of excess power. Also, when the power
available is less than the power required, the deficiency of power
produces a rate of descent. This relationship provides the basis for an
important axiom of flight technique: "For the conditions of steady
flight, the power setting is the primary control of rate of climb or
descent".

And, of course.....In steady flight (climbs, descents, and level
flight), Angle of Attack always equals Airspeed.

Bob Moore
ATP B-707 B-727
CFII
PanAm (retired)

Hi Bob!
Thanks for the post. I appreciate the input.
-Kevin
Bob Moore wrote:
G. Sylvester wrote

chris wrote:
I dunno much about flying jets, but I remember someone once told me
on a jet it's the other way around to a light a/c.. In a Cessna you
use power to control rate of descent and attitude to control speed
but on a jet it's power = speed and attitude = rate of descent.

I remember hearing the same thing. Now having done my IFR license, you
always stay on the forward part of the curve where power = airspeed
and attitude = descent rate

Well....you got that wrong! I post the following paragraph quoted from
"Aerodynamics for Naval Aviators".

The above relationship states that, for a given weight airplane, the
rate of climb (RC) depends on the difference between the power available
and the power required (Pa- Pr), or excess power. Of course, when the
excess power is zero (Pa-Pr=0 or Pa = Pr), the rate of climb is zero and
the airplane is in steady level flight. When the power available is
greater than the power required, the excess power will allow a rate of
climb specific to the magnitude of excess power. Also, when the power
available is less than the power required, the deficiency of power
produces a rate of descent. This relationship provides the basis for an
important axiom of flight technique: "For the conditions of steady
flight, the power setting is the primary control of rate of climb or
descent".

And, of course.....In steady flight (climbs, descents, and level
flight), Angle of Attack always equals Airspeed.

Bob Moore
ATP B-707 B-727
CFII
PanAm (retired)