Rey

I guess I'm just lazy in that whenever the DH gets to high for my liking i just which to radio altimeter. :(

The two small black buttons just in front of the levers..

You MAY just want to consider changing that signature for the time being Jon....it's a little deceiving. :(

Active sky 2012 for your all your weather needs..

Very Nice Christian!!

This is a direct quote from DL's OE Guide; "When operable, the HUD should be used for all T/Os, approaches, and landings."

ISA - International Standard Atmosphere.http://en.wikipedia.org/wiki/International_Standard_Atmosphere

My bro once told he was in an RJ200 on his way back to ATL from SDF, and the pilots actually did do 250kts til the marker. He said the pilots told him those planes fly like bricks once you start slowing them down.Edit: Personally Emanuel, I go through my APP checklist passing through 10,000ft.Check this video out too by the way..

Correct me if I'm wrong but I thought the NGX drew from the FSX terrain mesh, so whatever your terrain product is/or isn't it matches what's on the DU.

Voj, I think this subject has come up before but estimating is just fine. Just like you see in your VC there's no way to really get the exact trim setting from your CDU. Besides, like Jeff said, your more than likely going to have to trim off the excess pressure after you're airborne.

It's not like me to beat a dead horse but I noticed this at work today and had to bring it up. While riding brakes as we were towing N831MH earlier today, I realized this same error came up on the FMC too! Funny thing is I've seen the IDENT page of several types of our equipment before at work but this is the only that had that message come up.

That's actually an item in Delta's before takeoff checklist, and I wouldn't be surprised if it's on every other airline. Checking the takeoff configuration warning.

What Epikk said. And on a side note, I hope you realize you were coming in pretty hot on that approach. 160+ knots over the numbers is a little much.

The find option is your best friend. FCOM1: pages 227-229, FCOM2: pages 574-585

Adding to Rob's comment, I know we run a few from JFK to PDX. And those flights are usually a bit over six hours.

Get ASE and a registered copy of FSUIPC, all problems solved.

I hope you all are aware the CI isn't fixed for the entire flight..

You should invest in ASE.

Your N1% changes when you turn the engine bleeds on.

My suggestion would be to start with a different panel setting, turn everything off, then save that as your "cold & dark". More than likely your fuel temperature is off the scale, and as far as I know there really is no other way to fix it than the way I described.

Ya know flipping through the FCOM may not be as fun as watching a video but it works just the same. I figured out the first answers to Q6 & 7 by simply finding the Air Controls and Indicators section in the FCOMv2 and reading. Pages 120-128.

Closed...and the left pack valve is closed and the related air mix valves are full cold?

To further add to Kenneth's reply..From what I can remember from my time on the ramp, we'd try and load the airplane according to a certain index on our loading program on a 1 to 99 range. 1 being nose-heavy, and 99 being tail-heavy. Anywhere in that range was acceptable, but a lot of the aircraft loading agents tried their best to aim for, what I was told anyway, an optimum flight index of about 70 to 75. Basically, we tried as often as possible to add weight towards the tail end of the aircraft to better help the natural angle-up pitch during cruise. And this applied to all of the aircraft we loaded, not just the 73s. Of course this wasn't always the case but it was what we aimmed for.

I believe the transponder is turned on prior to leaving the gate so the aircraft can be tracked on the ground. I hear the controllers at Hartsfield telling crews to cycle their transponders often. Sweet video buddy!!