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About JoeDiamond

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  1. Stable is typically defined as configured, on speed, power stabilized and sink rate within limits. You can make turns below 1000 AGL all day long as long and be considered stable as you meet those criteria. Most guys flying the approach to 19 in DCA are stable well before 1000 AGL, I usually shoot for 1500. There is a lot going on during that approach. Getting stable early gives you one less thing to worry about later.
  2. One of the most important things to learn about VNAV is when to stop using it. Once you have complied with the final altitude constraint on the arrival it's typically best to switch to level change and descend as quickly as you can to get the plane down. Once I'm established on the final approach course I will switch back into VNAV to step down to the glideslope intercept altitude. Using VNAV while being vectored will often leave you higher than you want to be. Exceptions exist, such as LAX where the arrival and approach link up to form a continuous path all the way to the runway.
  3. To clarify, my previous example about inserting a discon would be if ATC modified your clearance and instructed you to fly a heading after a fix, something that often happens coming into ORD. If a vector already exists in the legs page there would be no need to manually insert a discontinuity.
  4. It can be handy to throw a discon in there to remind yourself to fly a heading at that point. Sure, You could use the fix page for that but in the approach phase you may already be using both fix pages for something else. To put an intentional discon in the legs page just enter any fix that isn’t in your flight plan and then delete it. You will be left with a discon where you entered the fix.
  5. I don't think I've ever actually touched that button in the real airplane. We select VNAV at 1000' AFL which takes care of the thrust modes. We have no normal procedure that calls for the use of the N1 button on the MCP.
  6. I never understood why we used to turn it off on overnights, just to turn it on again first thing the next morning.
  7. Yes.
  8. A quote from page 6-2 of the GTN650 manual "The GTN 6XX provides precision vertical guidance as well as lateral and advisory vertical guidance using its built in GPS receiver for GPS or RNAV approaches." A look at the chart on page 6-3 shows that it is indeed certified to fly precision approaches to LPV and LNAV/VNAV minimums using a decision altidute. Other modes such as LNAV+V provide only advisory vertical guidance.
  9. Vref for a 737-800 or -900 at a typical landing weight is faster than just about everything else out there, including the heavies. If anything they are in our way, not the other way around.
  10. Perhaps things are done differently on your side of the pond. In the States flying from Vref from the FAF inbound is entirely normal, VMC or IMC. We are required to be fully configured by 1000 AFL so dropping the gear four miles out is cutting it a bit close. Stabilized approaches are a big thing over here.
  11. They can ask all they want but when it comes down to it the aircraft behind me is their problem, not mine.
  12. Switch the nav display to plan mode. On the legs page a STEP prompt will appear at 6R. You can use it to step through the fixes in your route.
  13. Not unusual at all. We turn the wing lights on from takeoff to FL180 in the climb, and from FL180 to after landing on descent. Most other airlines in the US do the same.
  14. There is no VFR traffic above 18,000 so having all the lights on all the time would be overkill. The bulbs aren't free so it makes sense to shut them off when they are not needed. If the plane has a logo light I'll leave that on all the time.
  15. Most airlines use 18,000 feet, not 10,000.