zubart

Yes , I think it is off a classic.

Okay, you got me! The NG's never had that light. Where did the photo come from?

There's no such thing as a Flap Load Relief light on a real 737NG. John Floyd

Great Job!!John Floyd

Send a screen shot.John Floyd

Aloha use to fly ETOPS with the APU running because it was required by the FAA. The APU could be turned off one hour from destination to save some wear. The reason it was keep running during cruise on ETOPS flights is because it may be hard to start or may not start at all at high altitudes.John Floyd

I disagree. Bermingham, AL to Boston, MA is only 1,185 air miles. It could fly the round trip without refueling, easy. The -700, at max takeoff weight has a range of about 3,200 miles with no wind! Thats over 7 hours of indurance at LRC.John Floyd

It appears your landing gear is down. You've had some kind of landing gear malfunction. The landing gear lights tell it all. With the gear up and off, you should have no landing gear lights illuminated. Find out why the gear did not retract. Maybe a CB poped. Look at the exterior to double check. The airplane is also near stall buffet. Your on the backside of the power curve because of the high altitude. No amount of power available will fly you out of this in this configuration.John Floyd

Fun Fact: Aloha (gone now) was the first airline to certify the 737-700 for 180 minutes ETPOS service.John Floyd

This is dictated by captain’s discretion, surface conditions and good old common sense! The appearance of a brisk walk will pass a line check for sure. 30 knots GS max on a straight, wide taxiway. 20 knots probably most conditions and slow enough around a turn to prevent the feel of excessive side loads. John Floyd

A CI of 200 will stretch out the distance to TOC because the climb IAS is higher which translate to a lower rate of climb. It will also make your VNAV descent more problematic if the winds aloft are not accurate or are not inserted in the FMC Descent page. Use a lower CI. A CI of 45 is a good compromise and more economical. A CI of 45 will be slightly higher than long range cruise speed.Higher CI's just waste fuel unless speed is a priority to the destination.Aloha,John Floyd

For real 737NG ops, this is the definitive answer to this post.John Floyd

Baring any company policies, and I doubt any companies are going to have a policy on this, it would be up to the pilot flying whether he wants to hand fly the STAR or engage the autopilot. The captain would always have the final say though. The autopilot will always fly a more accurate and smoother departure while reducing pilot work load. It also allows both pilots to keep their heads up and out of the cockpit looking for traffic conflicts and at the same time monitoring the autopilot for proper navigation performance.Take care,John Floyd

The MAP Altitude can be reset:During a Precision approach, such an ILS approach anytime after GS capture. During a Non-precision approach such an a Localizer approach, after passing the FAF fix and established in a descent to the MDA or DA and 300 feet or more below the MAP altitude.The Autopilot has nothing to do with it.

Cyril.The point at which you reset the MAP altitude in the MCP altitude window has nothing to do with MDA or DA as stated above. For example, if the missed approach altitude for a given RNAV approach is 2000 feet MSL, then you would be able to reset the MAP altitude in the MCP altitude window when the airplanes MSL altitude passes below 1700 feet MSL (300 feet below the MAP altitude) during the descent. This applies to any approach.Take care,John Floyd

Not too many airlines if not any allow contact approaches to be flown in a 121 operation. Take care,John Floyd

Not normally. If you’re doing a RNAV approach, the ILS is probably out. If there is an ILS and RNAV approach for the same runway, then its all about the Minimums. Which approach is going to give the pilot the best or lowest minimums? An ILS will generally have better minimums than a RNAV using LNAV/VNAV minimums. An RNAV with LPV (Localizer Performance with Vertical Guidance) minimums is a GPS based precision approach. This approach provides localizer accuracy with glide slope information to a DA. It uses additional GPS ground stations near the airport to provide a more accurate GPS signal and provides minimums the same as or very close to a conventional ILS approach. The LPV appraoch is based on WAAS (Wide Area Augmentation System) which allows appraoch minimums lower than MDA. Special aircraft equipenment and certification is required. An airline would have to add it to it's OpSecs in order to conduct this type of approach.I included two approaches from KPBG, an ILS or LOC/DME 35 and a RNAV (GPS) RWY 35. If you compare the two approaches, you'll find they both have the same minimums of 1/2 VIS and the DA's are only a 50' difference. This is using the LPV minimums for the RNAV 35 approach.The FAA is heading us in the direction of a navigation system based on GPS for departure, enroute and precision and nonprecision approaches. All ground based VOR stations will eventfully go away in the next 30 years. We're already seeing NDB's taken out of service.Jim, go the FAA website and download a free copy of Instrument Procedures Handbook PDF (FAA-H-8261-1A).It's a very good source of information for IFR flying and also very detailed info on the different types of approaches available.Take care,John Floyd

Don't know what to tell you. Maybe FSPassengers causing some kind of conflict with FS9 or the PMDG 737.Yes. The Alternate Flap Extension procedure is part of the Trailing Edge Flaps up Landing procedure to extend the leading edge flaps and slats.The Alternate Flaps Extension procedures is also called for in several other flight control abnormals.Do you have a Boeing QRH (Quick Reference Handbook)?John Floyd

I want to corredt myself. After lift-off, the FD Pitch command bar will command MCP speed (V2) + 20 knots.John Floyd

Let me restate what was going on for my own clarification. On approach, you called for flaps 1 and the FO selected flaps 1 but reported to you that the trailing edge flaps were stuck in the UP position. At the same time you observed the trailing edge flaps continue to extend on the flap gauge. The aircraft continued to slow and eventually stalled. First of all, I'm not sure why you are seeing trailing edge flaps extending on the flap gauge, but the trailing edge flaps are really UP according to your FO. The flap gauge is not going to lie about actual trailing edge flap position on a real airplane so this is not making sense. Let’s assume you had a trailing edge flaps stuck in the UP position but the slats are extending normally. There is a Boeing procedure in the non-normal checklist for this failure called, Trailing Edge Flaps Up Landing which states, if trailing edge flaps are less than 1 use a VREF of 40 + 40 knots. In other words, you take VREF 40 for you current aircraft weight and add 40 knots to it. For example: For a given aircraft weight, VREF 40 = 143 knots, add 40 = 183 knots. 183 knots is the new VREF speed for a trailing edge flaps at less than 1 approach and landing. The other possible failure is to have no trailing edge flaps or leading edge flaps and slats extend. This would call for the All Flaps Up Landing procedure which calls for a VREF speed of VREF +55 knots for approach and landing. The FAA usually requires the captain to do at least one of these failures in a simulator every year. There are also several other Boeing non-normal’s for flaps and slats that I haven’t mentioned. Aloha, John Floyd

Boeing recommends all normal takeoffs be with TOGA thrust engaged, and FD on.IAS speed decreases or increases because pitch attitude is changing, when you rotate and takeoff, the initial IAS usually shoots past the MCP window V2 speed. The AFDS is commanding a pitch increase or decrease to match the FD pitch bar. The FD pitch bar is directing you to the V2 speed set in the MCP airspeed window +15. For example, if V2 146 is set in the MCP window, then the AFDS will command a pitch attitude that will result in 151 IAS when everything settles down. When the FD pitch bar is satisfied, speed should remain constant as long as no other modes are selected.Steep angle of pitch attitude is not unusual on a light airplane using high thrust settings. For example, KSNA has a noise abetment procedure which on a light airplane (<125,000 LBS) , the FD bars will initially command about a 23 degree pitch attitude to hold V2 +15 Knots.A standard Boeing procedure in the NG is to clean the airplane up first before engaging the autopilot. Keep operation of the airplane simple.Acceleration height is usually 1000 feet AGL for most airlines. It is the height that the flaps are retracted and the airplane is cleaned up and power is reduced to climb speed. The FAA minimum Acceleration height is 400 feet AGL for any transport airplane. This is a pretty low altitude for a jet with lots of reserve power so most airlines use 1000 feet AGL for acceleration height. An airline operating a turboprop airplane will probably use 500 AGL as the acceleration height altitude. Acceleration height becomes real important during an engine failure. Flaps degrade climb performance on a transport, so with an engine failure it’s important to clean the airplane up as soon as possible to improve climb performance.Good luck,John Floyd

You can try this.Go to your Settings/Display and make sure the "Landing Lights" is checked. Panel lights should work in VC now.Also, while in VC, you can go to the middle of the overhead panel and select the "Dome Lights" to on. This is not very realistic lighting though.Take care,John Floyd

Sorry, there is not an IRS panel on the legacy version. This version will always be alingned!Take care,John Floyd

Here are the rules-LNAV engagement criteria on the ground:-origin runway in flight plan-active route entered in FMC-track of first leg within 5 degrees of runway heading-LNAV selected prior to TO/GA. Once LNAV is engaged, the LNAV switch light is extinguished until 400 feet AGL (PMDG NG LNAV stays illuminated)-LNAV guidance becomes active at 50 feet AGLLNAV automatically disconnects for the following reasons:-reaching end of active route-reaching a route discontinuity-intercepting a selected appraoch course in VOR LOC or APP modes-selecting HDG SEL-loss of capture criteriaTake care,John Floyd