Spin737

It probably won't underspeed. If you are over the commanded speed, you'll get a "DRAG REQUIRED" message in the scratchpad and/or an A/T yellow light, depending on your options. It sounds to me like you're most likely getting fast on descent/approach. There are a bunch of threads that deal with that problem. And if, for some reason, you were to get a disconnect of the A/T (haven't seen it except for failures) you should take over. I often intervene on the A/T. Most often, it's on descent with the A/T in ARM, but that's not all. Sometimes in cruise, you'll need to pull the throttles back a bit to prevent over speed. These probably aren't your situation.

Hmm. Hard to say without seeing the replay, but is it possible you had the wrong course in for the ILS?

I don't think there is a "default." Either you enter a CI and then you may use ECON, or you write in your own speeds. It sounds like in order to follow your SOP, you should be entering the speeds and not using ECON.

Try changing the CI until it matches what you want. Try 38. Is there a reason why you want to do this? I can't think of any advantages.

Clarification: You can't use the elevator trim without disconnecting the A/P. You shall not use aileron trim with the A/P engaged. You can use rudder trim with the A/P engaged.

That seems a bit dubious. Any reference?

From the systems manual: At lift-off: • the roll command maintains HDG SEL. Bank angle is limited to 8° below 400 ft, and 10-30° selectable above 400 ft AGL • the pitch command bar continues to display 15° nose up until sufficient climb rate is acquired. Pitch then commands MCP speed (normally V2) plus 20 kts • if an engine failure occurs during takeoff, the pitch command target speed is: - V2, if airspeed is below V2 - existing speed, if airspeed is between V2 and V2 + 20 - V2 + 20, if airspeed is above V2 + 20 So, if you're bugging v2+20, you should be seeing guidance for V2+20+20. That doesn't fit a normal profile and probably wouldn't give you sufficient performance with an engine failed.

Accelerating and above the maneuver bug.

No. V2. The F/D will command a faster speed, but V2 goes in the window.

Wasn't this a bug from waaay back when?

IIRC, In the US, there is a difference on how the light aircraft are certified under Part 23 and commercial aircraft are under Part 25. So, a light twin, like a Seminole or Dutchess, etc, you'd need to have the bank into the good engine as per your post. Like Jim said, for Boeing's, it's level the yoke.

Quite the write-up. A lot of good info. Some of that guidance (3-5 degree bank into the goo) is more for a light twin than a swept-wing jet, isn't it?

Doesn't happen real world, at least not that I've seen. I think this has been brought up before and I *think* it's a known bug.

Exactly! The needles are thinner, but I'm only looking at the edges. Like a thin ruler is more accurate than a thick ruler . . you're just using the edge. The pink pixels are next to the black, or they ain't. I see the F/D as more of a suggestion. I fly like my granny is in the back and I don't follow either axis if it's going to make my ride jerky. I'm enough of a jerk already.

I flew V-bars in the SF340 for a long time. I've never flown the 737 V-bars, so I'm extrapolating my info. The SF340 F/D would present a required bank angle, but it would smoothly roll to the desired bank. This is the same as how the dual cue behaves in the 737, but the V-bar rolls to the bank angle required whereas the dual cue simply offsets and centers. If the 737 single cue operates like I think it should, you should be able to check it by using HDG SEL and playing with the bank angle limit selector. You should see the selected limit reflected on the V-bar.

I've heard dual-cue can be more accurate. I'm not sure why. The reason I'd prefer single-cue is it has a direct indication of the bank needed. eg. FD, "Hey, I need you to bank right to 15 degrees, and I'm going to tilt the chicken lips to 15 degrees. Match that." Dual-cue doesn't have that. eg. I want you to roll to the right some secret amount. Roll some more, more, a little more. . .there 15 degrees is perfect. Dual-cue is better when you want to or need to ignore one axis either by disabling it (eg. CWS-P). I've "paralled" the single-cue when I wanted to do something (fly a dot high) but dual is better for that.

But doesn't the TAS max out around FL260?

I think we've had Unreliable Airspeed for the last two years in training. It would be nice if we could get the best tool for the job.

I don't think VNAV cares about waypoints on the ground to engage. That's more of an LNAV requirement, isn't it?

I was just in training and I heard we might turn those on. Expensive pixels.

I do it when setting up for the brief. About 80 from the top of descent, I'll compare the PROG fuel to the current and then go to the REF page and enter that as my weight for landing. That gives me an accurate weight and Vref. Or you could just select the Vref without any correction. You'll be slightly faster than you need to be on final. It's normally workin a knot. No big deal.

You might also be limited by the winds. If you're really pushing the limits, you might be looking for a minimum headwind or maximum tailwind. There could also be crosswind limits based on less than good braking action. Nothing to do with the FMC, really.

And your choice of pizza toppings is also incorrect. Ima hafta take a half point for your choice of ice cream, too. The correct answer was French Vanilla.

Typically, the 737 doesn't have this issue. If you're operating close to optimum, you'll generally keep more than 500fpm if you're in LVL CHG or VNAV. I don't think most pilots would choose to go to V/S and lose airspeed just so they didn't have to make a report.

You can intercept from above or below. Of course it's easier to intercept from below, but the F/D will capture either way.