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About JoeDiamond

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  1. In the actual airplane with my seat adjusted so I can see down the top of the glare shield the horizon line is about 1/3 down the center post of the windshield from the top. Forward and aft is tougher in the sim. I count clicks on the seat tracks in the aircraft but obviously that doesn’t work in the sim. With my seat adjusted if I turn my head 90 degrees my view is just about lined up with the aft edge of window 2.
  2. Boeing is well aware of how we operate the airplane and is quite happy with it. You seem to be under the assumption that I'm blissfully letting the autothrottle do whatever it wants. What do you suppose my left hand is doing all this time? Perhaps it's on the thrust levers and even controlling them, you know, actually doing pilot stuff.
  3. The only one that really matters is the one your paycheck comes from. :)
  4. Not necessarily. My company allows, and encourages the use of A/T to touchdown on all landings. Unless a QRH procedure requires the A/T to be off I leave it on all the time.
  5. Excessive energy is the enemy. It can be in the form of speed or altitude, or both. The focus should not be on either speed or altitude but on total energy management.
  6. It has to do with several things. Aircraft weight, temperature, and planned speed are the primary factors.
  7. Yes, please explain.
  8. I can't speak for other operators but ours give you HDG SEL when you press the TOGA button. That option is probably more common than you think.
  9. The altitudes in parentheses are not VNAV constraints, they are points along the LNAV course. In your (1800) example upon reaching 1800 MSL the active LNAV waypoint will switch to the next point on the legs page.
  10. Are both course selectors set to the same course?
  11. Correct. VNAV, if armed prior to takeoff will engage at 400' AGL. If you arm LNAV on the ground prior to takeoff it will engage at 50' AGL. If it was not armed on the ground then you can engage it manually after reaching 400' AGL.
  12. if LNAV is armed in the ground it should become active at 50 feet.
  13. You have to have both flight directors turned on. In your screenshot the FO's flight director is off.
  14. From a procedural standpoint it's a good idea to set minimums on every approach for a lot of reasons. For a visual approach you can pretty much set whatever you want. On a visual I will set 200' feet above the touchdown zone. It keeps all the call outs consistent and reinforces the habit of insuring the mins are set prior to every approach.
  15. I'll send in a ticket. Thanks.