Jack_C

Ohhhhh well SAY its animation. From the DU indication its very accurate. As for the fan blades, heck i cant even see them from the cockpit!

Depends on the company I suppose but we dont select a flap setting based on previous experience. We use the ACARS. You input the runway, wind, temp, pressure and fuel. After you send that off the usually within a couple minutes we get the ACARS Takeoff Data and that dictates which flap and derate/assumed temp combination we use.

What start up times are you experiencing and what amount of time do you THINK is right?

We depart with flaps 1 95% of the time. Not unrealistic at all.

The part that doesnt make sense is this. Off the top of my head i think the pump transfers fuel from centre to left main at a rate of a couple hundred pounds an hour. So doing the math it makes sense that it would take a few hours of flying for the centre to transfer all 1000 pounds to the left main. BUT the transfer doesnt take place until the maons are about half full (which is approx 4300 plus change). 4300 pounds in the left main would take about an hour and 40 minutes (approximately). So if it takes a few hours to transfer the centre tank fuel to left main BUT only just over an hour and a half to empty the mains therefore you would be just about out of fuel before the centre tank even came close to transferring. Whenever we have turned the centre tank pumps off at 1000 pounds in the real 737 we have always landed with fuel still in the centre tank. It has never completely transfered to the left main.

Exactly how much fuel was in the centre tank when you turned the pumps off?

Hey guys. Heres an easy way to remember how to crossfeed on single engine. Just remember a DIAGONAL line. So....1) take the side the Blue Shutoff valves are lit up on. (in the case its the right hand side).2) next go to the crossfeed and open it.3) now go to the opposite side of the Blue Shutoff valves and turn those fuel pumps off (in this case its the left main pumps)Now see how you just made a diagonal line from top right to bottom left? Just remember to do the diagonal line starting at the Blue Fuel shutoff valve lights. Just do the opposite to discontinue the crossfeed

The faster the IAS on the climb the higher the C/O altitude will be. The higher the IAS is planned on descent, the lower the C/O altitude will be.

The changeover will depend on what your set climb speed and planned mach speed is for climb

Also, if you are on climbout or cruise, and the SAT is colder than -40C you can turn it off. But if you are on descent the -40C rule does not apply.

Hey guys. Apparently it is an option for one ding, 2 dings, 3 dings, 4 dings, 5 dings, 6 dings, or whatever. Our airline has one ding.

Anytime you are in vnav and have to temporarily level off by placing an intermediate altitude in the mcp, you would use ALT INTV to continue the climb or descent. For example, atc clears you to fl350. The a minute later reclears you to 15000 for traffic. So if you are climbing in vnav and reach 15000, the fma will indicate VNAV ALT. A minute later you get recleared to fl350 then you just redial 35000 in the mcp and the press ALT INTV. This will begin your climb again in VNAV SPD. The same procedure could be used for descent BUT if ATC levels you off for too long then you may need to use the procedure i described in one of the videos and that is to reset the mcp altitude, press SPD INTV and drive the nose down to regain the path.

I think most ppl are using fraps. In the real thing once established on the glideslope and were asked to maintain 180 and the APP asks you to reduce to 160 by the FAF, you normally need flaps to slow you down. Or if you are doing the rnp into kelowna for example, you need flaps 10 to help you reduce speed unless you want to drop the gear 15 miles back but then it just makes a lot of wind noise.

By opening up the speed windows by pressing SPD INTV

You can get a 130,000 pound 800 flying a 3.5 degree glideslope to slow down on an ILS or RNP approach without he use of flaps. Can you show a video? And keep in mind the ATC clearance maybe "maintain 210 until established".

Try this. Put the fix you want in the fix page. Now you should see an ABM in the 5L LSK (sorry going by memory here). Push the ABM button (i think once BUT it might be twice you have to push it). Now in the scratchpad you should see a string of letter/numbers. Go back to legs page and enter this string of letters in the legs where you want it. Now the fix should be called something like YVR01 or something. (the YVR in your case would be three letters pertaining to YOUR fix. ) So if it is the ORD VOR it would now be in the legs page as ORD01

No prob Rich. I sent you a pm back

Hey Godfrey. Thats part of being aware whats going on or whats going to happen. You cant just throw everything on LNAV/VNAV and sit bak an watch the how. Sometimes you may have to intervene. Its just like going back to old school steam driven gauges. You had to be aware of you next crossing restriction, etc

Should be able to then

I am guessing by that time the cabin altitude has reached airport elevation.

I was just referring to the Boeing NG Training manual that states anything flaps 15 or greater is not recommended but our ops dont allow us.

ATC would LIKE 1500 fpm but i believe (so I have been told) you only have to give them 500 fpm UNLESS they ask for more. BUT to say they reuire a HIGH rate of descent is not true. If they need 3000 fpm they are more likely to ask if you are able.

Absolutely

But if your intentions are to fly the NGX as close as possible to the real thing, the speedbrake must be stowed if using more than flaps 10. Also you should be shooting for the Boeing stable approach criteria.

Hey Patrick. Ont get the Auto thing confused. Some peope have the idea that the 12 o'clock position is auto in fact the whole thing is auto.