Spin737 you are obviously in the know when it comes to Alaska airlines, perhaps you could post your correct NGX configs to AVSIM when you get the chance? I'm going to start flying ASA routes and would appreciate accurate configs for the 73G, 738, 738 ETOPS and 739. Thanks, Ben

Spin737 you are obviously in the know when it comes to Alaska airlines, perhaps you could post your correct NGX configs to AVSIM when you get the chance? I'm going to start flying ASA routes and would appreciate accurate configs for the 73G, 738, 738 ETOPS and 739. Thanks, Ben

It's in the works, actually.

Awesome dude, looking forward to it. I've always liked Alaska airlines, having visited Seattle about every year of my life. Must be a good airline to work for

It's in the works, actually.

Awesome. Definitely looking forward to it as well.

why would be a ER model if it didnt have the extra tanks in it?

A key point in many ER models is higher MTOW. Now I am not familiar with 737 standard/ER differencies, but I imagine, that MTOW on 900ER will be higher (otherwise the aux tanks would not make much sense anyway), and with that, you might just be able to put more fuel in otherwise fully loaded 900ER vs. 900 standart.That alone would very likely allow AK to regularly put 900ER on some services 900 wont do.

Sorry for brining up an old thread, but I have some questions in regards to Alaska.

 

1) How is the ignition source side determined? Is it on the right side for the first flight of the day, and then the left side? Or is it right side inbound to a hub, and left side outbound? Or something different?

2) What is the average Cost Index for the flights? I know they vary, but if you had to guess an average, what would it be?

3) BARO Minimums. How is it used? Is it set to acceleration altitude on departure? (Like SWA), and on visual approach, how is it set? Is it set to the TDZE (Like SWA, again), or something different?

4) I know that acceleration altitude can vary, but what is the normal? 1000'AFE, or 1500' AFE?

5) De-Rates/Reduced Take-Offs and Climbs. Are reduced take-offs, and climbs used? What about de-rates?

6) Also, one final question in regards to the hud. Is it required for take-offs (such as American), or only required when visibility is 1/2SM or less (Like Southwest)? Or something different?

 

Thanks so much for the input!

I want to say CI is 30, but it's auto filled now by ACARS, so I don't notice as often if it varies. On descent the speed is .78/280.

 

Baro is EFAH for departure (typically 500agl) and parked (clear) for visual approaches.

 

Normal accel ht is 1000agl.

 

I think ignition is right side first of the day, and I'm not sure if CAs alternate or not.

 

The takeoff numbers include all derates and assumed temps. It's all done via ACARS, unless you want something specific. I'm not sure about the climbs. I •think• they are always Climb 1, but I'm not sure. It's funny how the automation takes you out of the loop.

 

I'll take a look at my manuals when I get a chance to verify for you.

 

Have fun.

 

Wow, thanks for the info and the quick reply! Can't wait to start up an AS flight once I get home!

 

Two things,

1) What does EFAH stand for?

2) Forgot to ask, but what altitudes the landing lights come on/off? 10,000ft, or 18,000ft?I know some airlines have different procedures on that...

 

Again, thanks so much for the help! I (And I'm sure others) really appreciate it!

Maybe it's EOAH - engine out acceleration height.

Thank you, Matt, I like to collect procedures from different airlines.

EFAH - Engine Failure Accel Ht.

 

For the -8 and -900, HUD is required, if available, for T/O for tail-strike protection. Not req'd on the -4 or -700.

 

 

Thanks for the info! I really appreciate it!

Thanks for the info Matt. It's greatly appreciated for us ASA simming fans.

 

MK

There's a cut out on the outer ends of the glareshield. Some companies spend the big bucks to put a PTT there. It's a nice option, actually. If ATC gives you a freq change or something, you usually need your inboard hand to do it. If the other guy is handflying, it's annoying to him if you grab the yoke to transmit there, so you have to use the PTT on the audio panel. I think it's a standard option on the 757/767 but it's uncommon on the 737 - they wouldn't want to mess up their great 1960's jet with ergonomics.

 

Thanks so much!

Wow, thanks for the info and the quick reply! Can't wait to start up an AS flight once I get home!

 

Two things,

1) What does EFAH stand for?

2) Forgot to ask, but what altitudes the landing lights come on/off? 10,000ft, or 18,000ft?I know some airlines have different procedures on that...

 

Again, thanks so much for the help! I (And I'm sure others) really appreciate it!

Lights at 18k and a double chime at 10k. This changes every few years.

 

Ignition starts on right side and alternates.

 

 

Double post.

 

Anyway, For accuracy, use the compact engine display and pretend the ALT INT is not there.