Tonight I read through the Normal Procedures as well as the Advanced Tutorial document again. Then I flew the takeoff/initial climb procedure repeatedly, until I got it right. I have a few questions. (Forgive me if these are clearly explained somewhere).1) At 400' AGL I select CMD A, which holds the selected heading, and airspeed V2+20. Is there a keyboard shortcut for selecting CMD A?2) I understand that N1 is a measure of engine performance, but what is the purpose of the N1 button on the MCP? When do I use it?3) Cost index: I understand this feature does not function, but what is it's purpose in the real B737?4) I have read about "assumed temperature", but am still unclear. What exactly do I enter on the N1 page? Actual outside temperature?Thank you.Kenny Rogers

A few answers:3) Cost Index basically changes speed and fuel flow. High index = high speed = high fuel flow = more expensive for the airline. Low index is the opposite.4) This should cover your question, read the section called How Does It Work in the beginning: http://www.b737.org.uk/assumedtemp.htm

N1 will engage the autothrottle in N1 thrust limit mode. It will bring the thrust up to the set N1 limit (be it reduced or non-reduced, as specified in the FMC N1 limit page).When thrust is set at Takeoff thrust (TO or R-TO), pressing N1 will cause the thrust limit to go to Climb thrust (CLB or R-CLB).Iz

A very low cost-index is also expensive for the airline (time is money as we say in Holland)

At 400' AAL select LNAV.At 1000' AAL select CMD A/B.At 3000' AAL select up speed and commence flap retraction on schedule.At Flaps Up No Lights, Gear off, start switches off and select VNAV.Off you go! Use VNAV on the way up, and on the way down until FL100 or so, when you should use LVL CH or V/S as appropriate.These are our SOP's for 300's and 700's, and conform to the standard noise abatement profile. They are also easy (no pun intended) and relaxed to fly.Andrew

QUOTE"They are also easy (no pun intended) and relaxed to fly."What do you mean, no pun intended? Are you a real NG pilot? For easyjet or something?If you are, i wouldn't mind talking to you a bit more about that!

Yes I have orange blood! I am dual rated, but we have more 300's at our base than 700's.

4. No. enter a higher OAT then there actually is. You will see the N1 % reduce as you increase the OAT. Ususally, the lighter the takeoff weight, the more you can reduce takeoff thrust.Assumed Temperature is a method for a reduce thrust takeoff. This method achieves a takeoff thrust less than the full rated takeoff thrust by using a assumed temperature that is higher than the actual temperature. The maximum thrust reduction authorized by most regulatory agencies is 25% below any certified rating. Takeoff speeds should also be adjusted for using the assumed temperature.The assumed temperature thrust setting is not considered a limitation, maximum trust is availbale if needed as opposed to the Derated thrust method which is thrust limited.Assumed Temperature method Takeoff thrust reduction basicly fools the engines into thinking the OAT is hotter than it really is so the engine provides less thrust (N1) for takeoff. Reducing thrust increases the life of the engine over time. Assumed Temperature thrust reductions should not be used when there is a contaminated runway, ice,snow,slush and standing water. Floyd