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About JoeDiamond

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  1. Except for the cabin altimeter and differential pressure gauge on the overhead panel, and the pressurization mode indicator lights, and the switch itself.
  2. He is correct. The Master Caution light logic in the NGX has never been correct.
  3. What software version? We have U12.0 and U13.0 and it does not behave like this. It will revert to VNAV SPD if you are above the path. The bug will change instantly if it's in geo path mode. If it's an idle descent leg with the A/T in ARM the bug will roll back slowly. Again with U12.0 or U13.0.
  4. It's pretty realistic as it is now. The rampers never respond to that call. Must be selective deafness.
  5. You can but typically it's best to wait until the flaps are up before engaging the autopilot on a go-around. During a two engine go-around the FMC will automatically move the speed bug up according to your flap setting. Engaging either autopilot cancels the auto bug up function requiring you to manually set the speed bug. It's not really a big deal but it goes smoother if you wait until you are at flaps up to engage the autopilot thus letting the FMC do it's thing with the speed bug.
  6. What a mess that is! I still get the "does not compute" feeling when they clear me to go counter-clockwise around the north satellite.
  7. It's normally left on unless you are being deiced, in a hangar, or taxiing under a bridge.
  8. That's kind of my point. I already know how the airplane is going to react, thus I don't need additional information cluttering the display.
  9. The fans on the real airplane will windmill when shut down if you have a good quartering tailwind, and usually only on the one side the wind is from.
  10. I always enter the altimeter setting on the descent forecast page and while you might get a momentary burble in the path around transition altitude it works itself out. I haven't found it necessary to intervene. Unless it was wanting to over speed badly I'd just let it work itself out.
  11. That’s what I would do for a couple reasons. Using VS in that situation would work but it’s going to increase your workload. If your intent is to capture and descend on the path why switch modes just to have to switch back later? Also, should you happen to get distracted by something VS will blow through the path whereas VNAV will not. I will us VS in situations where descending at 1000 FPM in VNAV would capture the path close to the level off altitude which results in an awkward dive/level off maneuver. In that situation you want more than the 1000 FPM VNAV Path would give you, but something less than the idle dive VNAV SPD would do. Using VS with a rate that reaches level off before the path results in a smother descent. Another option would be to stay in VNAV and open the speed window which will put you in VNAV SPD and just bump the power up a little once the throttles go to ARM. It’s all just technique in the end. As long as you comply with the clearance there isn’t a right or wrong way to do it, but some techniques are more efficient than others.
  12. You wouldn't want the cover to appear any time the HUD is stowed as it isn't used in flight. It's only put on when the crew gets off the airplane, if they remember to put it on and assuming it hasn't already been lost.
  13. No turn is short enough that you would need to do a fast alignment. You are better off just doing a full alignment every flight.
  14. We realign the IRUs every flight.
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