Check out the TAT reading! Consequencely, this causes the oil temp to drop, and the oil press lights to stay lit during cruise. As the captain of the ship, I decided the flight shall continue.FYI: FL370, somewhere along the NAT on the KJFK-EGLL route, and since it was so cold, mach .8 (actually econ .799) was giving me ground speed of 381. Running Activesky and FSUIPC.

Where you using FS Meteo? Sometimes I think that can produce errors in TAT.

What the heck was SAT?I hope you emplored the passengers to keep their heads inside and the windows closed.

And what was the fuel temp!

The fuel heater (if there is one; I think so) kept the fuel at +6C.SAT was -112C :)

No fuel heater in the tanks I'm afraid :-(There is an oil/fuel heat exchanger that heats the fuel before it goes into the engine.In real life the OAT would never get that cold, and if it did the fuel would be a solid block!

I don't know what was up with activesky :( Other than that the flight was very smooth, so I tried to ignore the weird temp.

Just curious: What's the Temperature limit for the 762/3? If it drops below the limit, do you declare an emergency in real life? What if you are in the middle of the NAT Route and your nearest airport is at 90 min (ETOPS)? Let's say the fuel is a solid block, witch procedure is used?Best Regards,Bruno Francescoli.Miami, FL.

You would ask your atc for a warmer altitude to fly. But for me, with -102C at FL370, the altitude that's warm enough for the "oil press" lights to go out is somewhere below FL140 :(

Youd be monitoring this closely during the flight, so you would have forewarning of the situation developing.The minimum temp for JA-1 is -43C and JA is -36C.If it got near these temps youd be descending asap.

Thank you both of you.Best Regards,Bruno Francescoli.Miami, FL.