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This is very correct but one little detail, the reason for clicking two times on the disconnect buttons is not to tell the automation that it was intentional cause just one click will disconnect the automation. The second click is to cancel the warnings associated with the disconnection, in the case of the auto pilot it will stop the auto pilot disconnect sound and the auto pilot warning light on the MIP (note there is a certification requirement for the warning sound to sound for at least 2 seconds), in the auto throttle's case it will only flash the the warning light located next to the AP warning light on the MIP. So, if you don't click the disconnect buttons a second time the warning lights will flash and warning sound for the AP will continue to sound. As Kyle said, those lights on the MCP are highly misinterpreted in the flight sim world (and even in the real world by pilots sometimes) They ARE NOT to show what mode you are in, your FMA is showing what modes you are using. In fact the fancy lights on the MCP is only to show what modes can be DESELECTED by pushing the button again. For example when your LOC and G/S capture the APP light goes out on the MCP you can no longer change the mode without pressing TOGA (there is one other way which I won't go into detail about.)

Ground power is usually connected yes, but not air conditioning

In our airline we are left to do the job our self, and that's also how we receive the airplanes so we have to the power ups and power downs. This is how we leave the airplanes, IRS mode sel switches in OFF The black guarded FLT cont and Spoiler switches we never touch in normal ops so they should be guarded same for the red guarded ALT Flap. Nav transfer and display switches all in Normal and Auto, Fuel pumps - OFF and crossfeed closed. Battery Switch - OFF CAB Util and IFE - OFF Standby power - Guaraded and Auto, Drive Disc - Guarded Equipment cooling - Normal Emer Exit lights - OFF Passanger Signs - OFF Window Heat - OFF Probe Heat - OFF/Auto depending on age of aircraft Anti Ice - OFF ENG HYD - ON ELEC HYD - OFF Trim Air switch - OFF Packs - OFF Isolation Valve - OPEN ENG BLEED - ON APU BLEED - OFF Pressurixation model selector - AUTO Lights only leave STEADY ON. That should cover the overhead panel i think

Hi, No bug, as Fabo said in the previous post, the audiable minimums callouts are based on the captains minimums selector. This is why crews crosscheck that the minimums are set correctly on both sides prior commencing the approach.

Advancing the thrust levers usually have helped me, that should engage the locks in the over wing exits. Advance the thrust levers fully forward and back, no need to wait for the engines to spool up.

Actually there can be situations like this. Recmd accounts for winds at different levels, so for instance if you have a massive head wind on the Optimum crz level you probably don't wanna stick there, Optimum only calculates for still air.

The retractable landing lights are in front of the wheel well so i don't think you are seeing them. 737's have wheel well lighting to aid walk around checks in the wheel well. There are 3 Switches for this, 1 on the lower overhead panel it controls the lighting for both nose gear wheel well and main landing gear wheel well, 1 switch is located behind the external power receptacle door this switch is only for the nose wheel well, and the last switch in the main wheel well on the left side controlling the main wheel well lights. If any of the switches is in the ON position the light will be illuminated, regardless of the other switches. So if you forget for example the switch in the main wheel well in the on position it will be illuminated, probably that is what you are seeing.

I'm glad I can help! If you want the info behind "putting the retractable landing light to the off position when moving the landing gear lever to up on take off" it is only to save some fuel Apparently it save's us 7 kg of fuel / take off.

Hey, no probs man.. Just a small note, this is how we do it in our company, i'm sure there is other companies out there doing some of the things differently..

This is how we use the lights in our company. Steady Position light whenever the aircraft is powered with AC, could be GPU or APU. Logo light we use during hours of darkness and up to 10.000' where we switch them off and back on when passing 10k during descent. Wing light we only use to check for leading edge ice during hours of darkness. Anti Collision light / beacon light is used from being cleared to push all the way until we pulled onto a stand again and N2 is bellow 20%. ( no risk of being sucked into the engine ) Strobes, that is in the Steady & Strobe position is used when crossing an active runway and/or on the line-up checks before T/O. And back to Steady only once the runway is vacated, if crossing another active runway we put them back on while crossing. Taxi lights are used together with the Turnoff lights for taxi, but not as you wrote from push back cause then you would blind the pushback tug driver. We turn them on just after receiving the taxi clearance. Once cleared for line up we put the Taxi only to off. Before turning onto the stand we turn off both turnoff and taxi light to not blind the marshaller. Turnoff lights are used together with Taxi light on ground, once cleared to line up the turn offs remain on and up to 10 000 feet. Again on descent we turn them on passing 10 000 feet and remains on 'til jus before we turn onto our stand to not blind the marshaller. FIXED Landing lights goes on with line up clearance and stays on until passing 10 000 feet. Back on passing 10 000' for descent and we turn them off once we vacated the runway and turn on taxi light. RETRACTABLE Landing light goes on once we are cleared for take off. We turn them off after we retracted the landing gear, so landing gear lever up - retracts to off. Light goes back on once cleared to land and remains on until the runway is vacated.

My guess is that you don't fly real 737's? This is what my airline SOP says, and i'm sticking to it. I do agree with you on flying by the seat of your pants, but i think that applies more to GA and prop flying. You even fly with the ears in a GA aircraft, at least i did. You'll get RPM sense and airspeed sense from your ears. You won't get anything of that in the 737. We even don't hear the engines up front, i don't anyhow with my ANR headset. So the only way of checking your thrust is via the N1 gauge on the upper DU. And of course you are not looking inside during the flare. As stated above from about 100 feet your focus is 100% outside the window.. And i don't agree with your statement about the youtube videos. They sure do fly by looking at the PFD.

Here is a good rule of thumb what RW pilots use once the runway is in sight. • 1,000’ Look out 25% of the time. • 500’ Look out 50% of the time • 250’ Look out 75% of the time • 100’ Look out 100% of the time

Naaaa, the aircraft is designed to fly a 3° GS with flap 5 with gear up and it does it fine in RW and so does the PMDG. Good weather conditions we take the gear down at 4 miles it's about 1300-1400' so well down below G/S interception

Here is some info, Ryanair has aircraft with both collins and honeywell MCP panels and also Analog and the ISFD. The RA callouts are 2500' 1000' 500' - SMART Plus One Hundred Minimums 50' 40' 30' 20' 10' The RA gauge is Round There is NO V1 callout except from the Pilot monitoring No HUD/HGS. Steel brakes. These are the settings I can remember now.

Yes, it actually is correct. Check ur FCTM manual, should be chapter 3 and there is a tail clearance table for different 737 models with different flap settings. That is why a flap 1 take off is a captains only take off in our company.

Well yes it does, for the MCP selected ALT. And also the stop altitudes from the FMC in VNAV. But when doing a VNAV NPA, the FMC calculates a vertical profile/path to be followed by the aircraft from the runway point and up often 3 degrees as a normal G/S. But this Path is calculated with the QNH you set on the forecast page, set this incorrect and the FMC will calculate an incorrect VNAV path wich the aircraft will follow possibly in to terrain.

For us in europe, we still do have a lot of places with only NPA approaches to one of the runways whether that be a NDB in many cases or a VOR approach. And yes we do use LNAV / VNAV for those approaches in the 737 and it works like a charm, only thing you need to make sure you have the correct QNH in the FMC DEScent->FORECAST page, otherwise your VNAV path would not be correct and you could end up in a CFIT accident. (QNH is very important in every NPA approach because you don't have any other vertical guidance than your altimeter. Unlike an ILS where you have the G/S)

Perfectly? I would have to say no way. Possible? maybe, it depends on how realistic you are when you are simming. Remember, in real life, runways have slopes, different widths of runway, and it creates all sorts of illusions making landing harder. Wind is another factor, winds are almost NEVER the same going down to land, wind always changes when descending. VNAV is NOT perfect in the real aircraft. program the FMC with the wrong winds, or inaccurate wind charts and you could very easily end up high on approach, and the 737 is a very slippery aircraft, it is very hard to get down and slow down at the same time. Just a small notice, if you rotate the aircraft in the perfect way, with flaps 1 you have a tail clearance to the ground of just 1 feet in the 800..... now if you don't do it correctly there is a very big chance of smashing your tail on the runway... Now, for the landing. Without any experience in flying any type of real aircraft i think it would be almost impossible for you to land a 737 manually. I've noticed two things that are quite different from the PMDG NGX and the real aircraft. 1. There is larger pitch vs thrust changes in the real aircraft. ie, when adding thrust the nose wants to go up, and it really wants to go up!! 2. When flaring in FSX the NGX doesn't mind if you close the thrust fast or to high, because it would just float over the runway for hundreds of meters. Do that in the real aircraft and it comes down very quickly, especially with flaps 40 Autoland? well yes then maybe

I'm not quite sure you got what I was trying to say. The PMDG 737 NGX show DME info on the ND AND PFD once you have an ILS tuned. This is WRONG according to me. You should only have the DME info on the PFD with an ILS tuned in the 737-NG. At least that is what we have in our company. Double checked in my FCOM, however, my FCOM's are company specific and I cannot answer if you could get the 737 from Boeing with an another option.

Yes that's exacly what i'm talking about. That's how it looks like in the plane. But in the NGX you would see DME 0,2 in this case below VOR 1

I've noticed that the NGX shows the DME on both the ND lower left/right corner and PFD, however in the aircrafts i fly (738) If i tune an ILS i only get the DME on my PFD, DME on the ND remains dashed. And if i tune a VOR i get the DME only on the ND. Is this a company option from boeing?

Check the Flight Crew Training Manual, Section 5.83 "Missed Approach Procedures" PDF page: 259

That aircraft was not radio controlled as many people think. There were pilots onboard, and also journalist. The only airliner that has been radio controlled is a Boeing 707.

Thank you Ray, how kind of you!

sorry but couldn't get the forum "list"-function to work properly, this is as good as i got it