737-400 Cockpit

[Mckenzie Witting]

CptDave Henry is in the 737-400 Flight Deck programme and also the Leisure 767 ITVV DVD (that it sounds like you have), and he is also in another 'Airliner' programme (not DVD) that is quite old and appears on the TV every couple of years.

Both are "internartional", the US based World Air Routes don't just release US cockpit DVDs, I have one by them that features FlyBe - a small regional airline in the UK. They also do lots' of European, Caribbean, etc, etc.

Hi folks, glad to have found this little bit of info about Dave, I too think he's a brilliant Captain and also a really good host on the Leisure DVD. I've got one other ITVV dvd and it really serves to highlight just how good Dave is at explaining things, and the experience and expertees he has.

But... I don't know if you've noticed 12, often when you google for something FS-related, you end up in the Flyaway forums. You and most folks know more about Domain names or what might be at work here than I do.

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Hi people.When i first saw FS2004 videos.. (chopper in las vegas), i notticed that we can pan camera in a 180 in the cockpit (or virtual cockpit) view. But i can't do it with my Sidewinder Joystick. Any help would be very appreciated ?...

For those that make FS videos. I can provide music for them if you need it.. just let me know what you're looking for. All the music is mine all I ask for is credit nothing else.. Just let me know the length you you want it, and the type.. You can see s...

I was watching some youtube videos to get some ideas for aircraft to get when I started to wounder.Most of these videos utilize the camera in ways I've never seen. They look like they are doing a walk around and then hop into the cockpit. Here is a vi...

I'm familiar with the JustPlanes videos on "flights" to and from a particular point but I need a video something that covers the basic fundamentals of flying, perhaps starting with small aircraft and moving toward larger ones. In doing my own research on ...

The wing incorporated a number of changes for improved aerodynamics. The wing tip was extended 9 inches (23 cm). The leading-edge slats and trailing-edge flaps were adjusted.[1] The flight deck was improved with the optional electronic flight instrumentation system, and the passenger cabin incorporated improvements similar to those on the Boeing 757. The family also featured a redesigned vertical stabilizer with a dorsal fin at the base.[2]

In March 1981, USAir and Southwest Airlines each ordered 10 aircraft of the 737-300 series, with an option for 20 more. That aircraft, the initial model of the 737 Classic series, first flew in February 1984 and entered service in December of that year with Southwest Airlines. A further stretched model, the 737-400, was launched with an order for 25 aircraft with 30 options from Piedmont Airlines in June 1986. That aircraft first flew in February 1988 and entered service later that year with Piedmont Airlines. The final model of the series, the 737-500, was launched with an order for 30 aircraft from Southwest Airlines in May 1987. That aircraft, which was designed as a replacement for the 737-200 and had similar passenger capacity and dimensions, as well as the longest range of any member of the 737 Classic family, first flew in June 1989 and entered service with Southwest Airlines in 1990.

Boeing selected the CFM56-3 exclusively to power the 737-300 variant. The 737 wings were closer to the ground than previous applications for the CFM56, necessitating several modifications to the engine. The fan diameter was reduced, which reduced the bypass ratio, and the engine accessory gearbox was moved from the bottom of the engine (the 6 o'clock position) to the 9 o'clock position, giving the engine nacelle its distinctive flat-bottomed shape, which is often nicknamed the "hamster pouch". The overall thrust was also reduced, from 24,000 to 20,000 lbf (107 to 89 kN), mostly due to the reduction in bypass ratio.[3]

The 737 Classic saw introduction of Speed Trim System (STS), a flight augmentation system that adjusts the stabilizer automatically at low speed, low weight, aft center of gravity and high thrust with autopilot disengaged. Most frequently it can be observed during takeoffs and go-arounds. The system relies on most of the same hardware and software used in autopilot mode.[4][5] STS is not fail-safe in that it uses only one of each sensor types required for its functionality and a single computer. Such a single-channel design is not common for augmentation systems that have full control of the stabilizer. This design was considered acceptable because of the ability for the aft and forward column cutout switches as well as center console cutout switches to constrain its malfunction.[6] The limited flight envelope protections on the 737 Next Generation series, as well as MCAS on the 737 MAX, are later extensions of this system.

The prototype of the -300 rolled out of the Renton plant on January 17, 1984, and first flew on February 24, 1984.[9] After it received its flight certification on November 14, 1984, USAir received the first aircraft on November 28.[1] It proved a very popular aircraft: Boeing received 252 orders in 1985, and over 1,000 throughout its production.[9] The 300 series remained in production until the last aircraft was delivered to Air New Zealand on December 17, 1999,[10] registration ZK-NGJ. By then, 1,113 Boeing 737-300s had been produced over more than 15 years.

In December 2008, Southwest Airlines selected Boeing to retrofit the 737-300 with a new set of instruments, hardware, and software, to improve commonality with the 737-700, as well as to support the Required Navigation Performance initiative, but that order was later cancelled and the retrofits never took place.[11]

The -500 series has the smallest dimensions of the 737 Classics. The -500 was offered, due to customer demand, as a modern and direct replacement of the 737-200, incorporating the improvements of the 737 Classic series in a model that allowed longer routes with fewer passengers to be more economical than with the 737-300. Though smaller than the -300 and -400, the fuselage length of the -500 is 1 ft 7 in (48 cm) longer than the 737-200, accommodating up to 140 passengers.[12] Both glass and older style mechanical cockpits arrangements were available. Using the CFM56-3 engine also gave a 25% increase in fuel efficiency over the older -200s P&W engines.[9]

The 737-500 was launched in 1987, by Southwest Airlines, with an order for 20 aircraft, and flew for the first time on June 30, 1989. A single prototype flew 375 hours for the certification process,[9] and on February 28, 1990, Southwest Airlines received the first delivery.[1] The 737-500 has become a favorite of some Russian airlines, with Nordavia, Rossiya Airlines, S7 Airlines, Sky Express, Transaero, UTair, and Yamal Airlines all buying second-hand models of the aircraft to replace aging Soviet-built aircraft and/or expand their fleets. Aerolneas Argentinas replaced its 737-200s with second-hand 737-500s. The 737-500 was replaced by the 737-600 in the Boeing 737 Next Generation family. However, unlike the 737-500, the 737-600 was a slow seller for Boeing, with only 69 aircraft delivered since its introduction.

I looked at the front pilot cockpit, took pictures, and caused that year to arrive at the airport day and date time. The airline, aircraft, and registration at the location airport. I have my old smartphone from an iPhone 6 (Apple) store. Have fun with the pictures!

I suddenly realised that out of the blue I now have cockpit recirc fans buzzing in my 737-200. I have not modified the SOUND files for this a/c at any level that I am aware of. The recirc fans continue to buzz even if I press "Q" or "P" (!!) I cannot turn off the chirping-buzzing sound while any 737-200 is loaded. It drives me nuts.What would cause this to happen? Could it be a GAUGE file from another a/c I installed? How do I figure this out and fix it?Appreciate help, thanks!JS

Jonathon,The answer to your question is yes, it could be a gauge you added. I just checked my own xml sound gauge and it is guilty of the same thing... It won't be after the next release.As to finding the gauge - are there switches for the APU or Air Conditioner? They strike me as the most likely candidates. Try commenting out said switches from the panel.cfgDoug

JS,Try commenting out the cabinair gauge. Not sure if that is really the one. Alternatively you can move all the sound files to a temporary directory. Add back the obviously good ones and then slowly add back unknown ones till you find the bogey. (or listen to them with media player to spot the suspect). Bill G KSAT

Gentlemen:I am using the lovely Luis da Costa Pereira panels (I use all of his for freeware 737 models--the 200, 300, and 400). The -200 is especially neat with a real "old fashioned" AP.I shall try as you suggest. Last night I did actually shift all gauges out and just added in the SOUND.cfg and blow me down if I didn't already hear a whirring of fans when that alone was in the SOUND file for the -200 ! That was so bizarre.Anyway, I shall experiment further. Thanks.JS

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