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About Spin737

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  1. word not allowed design. But put the mask on if you hear the horn and you're not taking off or landing. We have verbal alerts that tell us if we're on a runway, going too slow or forget to set the altimeter. But they couldn't put a verbal alert in the box. And forget an EICAS.
  2. Second click a second later on the same button you clicked the first time should work.
  3. There's probably not a quick way to do it. You could go to POS and grab that and then make a temp nav point out of that. What's your plan for using that info?
  4. You can set the clock on the plane to UTC from the GPS or you can select a MAN (manual) input.
  5. Other countries don't necessarily mirror US regs. I've done +300 below 10k due to emergencies - Captain's Emergency Authority trumps 91.117.
  6. You're really starting to split hairs. High speed climbs can be more efficient. Should you do that at CLB or CLB-1 or CLB-2? CLB-2 reduces engine wear, but increases fuel cost. Related anecdote: I flew in Korea for a bit. A local captain was so sure that hi-speed climbs were saving his company a ton of money and that American ATC should allow it, too. I didn't tell him that any money he saved on the climb was eaten by only performing full approaches everywhere instead of a nice, short visual approach.
  7. No weight limit. Flaps 40 in gusty conditions is usually a bad idea - especially in a straight -900 as they are even closer to a blowback. I was flying a -900 last fall and the FO kept getting close to the flap limit and I was calling his speeds so we didn't exceed the limit. He got the plane on the ground, nice landing. No exceedences. Next leg is mine. Of course on that leg, I'm the one who gets the blowback. Sigh.
  8. Just to clarify a few things: This issue was caused by enginges not being at idle. LVL CHG (not FLCH or FL CHG) will not magically increase your descent performance. It may, however, cause you a violation for busting an altitude restriction that VNAV would have honored. Don't use the bar to disengage the autopilot.
  9. The day the -400 leaves is the day you'll get manuals for the MAX. 😉
  10. Generally, for changes of less than 1000’, use V/S or VNAV. LVL CHG takes a bit to get pitched over and is a bit abrupt in a short altitude change.
  11. I don't think there's any difference - the engines will still go to CLB N1 at VNAV SPD or MCP SPD, which would probably be the same. V/S is smoother if you limit the ROC.
  12. Why not stay in VNAV? No need to go to LVL CHG.
  13. Ha! I had this very same scenario yesterday on a flight from Juneau to Ketchikan. We were told to slow and then we were given holding for another arriving aircraft. The holding fix was also the same as the MAP hold. My FO selected HOLD and then we verified the info, but there was no ACTIVATE prompt. That's because he didn't go to NEXT HOLD and then input the name for our hold.
  14. I *think* it's been that way since U10.7, but I could be wrong. I'm pretty sure we've had LNAV armed for G/A since I've been flying the 737 - 11 years.
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