Final Approach B734

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

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)

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


Another thought - I use XP 8.5 and there is no 737 supplied with it,
and some of the models I have tried don't seem to work too well, maybe
they don't like 8.5. Anyway, maybe try a 737 from another author ???

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

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

I knew I was going to screw that up. I should have kept my mouth shut
and thought about it a LOT more. Thanks for the correction.

Gerald

"Mortimer Schnerd, RN" mschnerdatcarolina.rr.com wrote

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

I wonder if it is mouthpiece time.
--
Jim in NC

"Kevin" wrote in message
ups.com...
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


Maybe try microsoft.public.simulators

Someone there may be able to help you with a POH for the simulated B737 (I
am assuming that you are using microsoft flightsim of one type or another)

I'll call one of the USAIRways boys, they should have it on the shelf.
Big plane. small plane, pitch for your landing point, power for your
airspeed. I know I know, the FAA has it backwards but you are
barrelling down the runway close to V1, power is controlling airspeed
and pitch is going to control your altitude.

Grandted in flight you need to change one if you change the other but
we are talking primary flight controls here. The 73 has a lot of flap
25 normally works unless you're trying something short.

Have a great one!

Bush

On 13 Jan 2007 19:03:14 -0800, "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

"Kevin" wrote in message - 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?

Use the auto-land. Use the power and pitch settings it uses.

D.