34 minutes ago, anavsun said:

A very nice suggestion. It's U$29.95 for the Standard edition. They do not mention availability of a version for the 737NG (FSiPanel2024 - FSiPanel - Train Like Real Pilots)

https://www.youtube.com/watch?v=lJA14T3Edds

 

1 hour ago, anavsun said:

The info below adds to my confusion. It has four(!) different definitions for a flashing "8" (and not a "B"

Yeah but not really... They're all an over speed condition, just caused by different limits: Vmo / Mmo, max gear speed if the gear is down, or max flap speed if the flaps are down.  They're all an over speed condition, just caused by whichever speed limit is the lowest at the time.

1 hour ago, anavsun said:

Ok, so for speed info there's three sources of information for speed:
1. In the instrument panels themselves in the speed tape and PFD for the plane moving through the air (for IAS, IAS, MACH, GS info)
2. the FMC (the computer suggested optimal speed)
3. the MCP (the speed commanded by the pilot)

Do I have the above correct?

Well, there's a lot of places in the cockpit that a speed is displayed.  You've got three airspeed / mach indicators, and these are the only sources of your current airspeed or mach.    They are the two PFDs and the standby instruments.

The FMC displays its speed schedule and that may be the speed the plane is trying to do, or not.  The MCP speed window, if open, is generally (but not 100% always) the speed the plane is trying to do.  

It's good to remove doubt about what the plane is trying to do.  Take a look at the magenta value at the very top of your airspeed tape on your PFD.  Up high it will be a mach number and down low it'll be an airspeed. THIS is the currently commanded speed that the autoflight is trying to achieve. Where it's coming from varies depending on phase of flight and mode you're in, but THIS magenta speed is what is currently being commanded.  It's also shown by the large magenta bug on the airspeed tape.

1 hour ago, pete_auau said:

https://www.youtube.com/watch?v=lJA14T3Edds

 

Thank you. Nice program and video. The video is clear, concise and complete and the program is available for the 737-800 for MSFS 2020 with a 50% discount for the MSFS 2024 version. 

6 hours ago, anavsun said:

6 hours ago, Stearmandriver said:

If you're the only plane in the world...

After a plane is cleared for IAF, isn't the plane for all intents and purpose the only plane in the world or in a controlled 'box' in a manner of speaking? ie. every situation has already been cleared by the ATC and by the pilot (eg. holds) and all that remains to be done is to autoland the plane according to very strict rules (or algorithms programmed in computers) laid out in the approach charts.

In the real world, it's more typical for ATC to vector you onto the final approach than to fly the full procedure from the IAF, and you're usually not the only aircraft on the approach.

When you talk about a "controlled box", you may be thinking of a method of control ("procedural control") where ATC protects the entire approach (i.e. keeps it clear of other aircraft) once they have cleared you for the approach. In the US, AIUI, this is generally only done at non-towered fields, where you'll switch to the advisory frequency after you've been cleared for the approach; because ATC then has no way of exerting positive control after that pointm, they have to protect the entire approach.

At a busier towered field (which a 737 would typically be going into), the usual thing would be that ATC will give you vectors to final, often combined with a speed restriction (e.g. 160 knots to 4 DME) so that traffic behind you doesn't catch up to you. This is required to handle the kind of traffic that goes into major airports; clearing only one aircraft for the approach at a time would be much too limiting.

I have a set procedure for most approaches and landings in my 737-600 for the speeds when I extend the flaps, and also when I lower the undercarriage. The latter is usually at 2500 feet and 160 knots. I go down through the flaps like I would my car's manual gears (one at a time; I never skip any, not even the "2" setting). Since all of my flights are short (with no passengers or cargo, and a fixed amount of fuel), my approach and landing speeds are generally the same every time (relatively speaking), so I have set speeds at which I extend the flaps. I disengage the autopilot and autothrottle at around 1500 feet (when the aircraft is stabilised), and enjoy some sweet manual landings

Edited February 14, 20251 yr by Christopher Low

Thank you all for helping me out. I now know how to auto-land at the KSJC and other airports as well. I think I can now fly the aircraft by just using a keyboard. The joystick is now optional. 🙂  

Special thanks to @Stearmandriver. I really appreciate your time and quick replies. An expert on the 737 if ever there was one. Thanks to @martinboehme too!  You both gave me one more reason to upgrade MSFS when PMDG makes the 737 available for MSFS 2024.

2 hours ago, martinboehme said:

clearing only one aircraft for the approach at a time would be much too limiting.

Didn't think of it but this makes a lot of sense!  Putting the present aside, given the profit motive and the need to move as many people as efficiently as possible, I wonder if someday we'll have giant passenger drones.

@Stearmandriver Thank you also from me for one of the best and most informative threads on this forum in a while!

Yes, I agree. Stearmandriver admirably demonstrated the difference between a real world 737 pilot, and a simulated one