wisefox7524

Haven't heard from him in a while.

That is a company option, which can be disabled via the CDU. The green dotted lines are inbound/outbound radials from a VOR. They show up when you have a VOR tuned in the NAV radios. Just a SA tool.

The are in a holding pattern.

The P-8's will have the same mid-air refueling capability. That does look like a fuel dump mechanism at 1:51. The extra engine accessory box is for the beefed up electrical generator, I believe.

Hello All, A couple weeks back, there was a great thread going about the specific operating procedures at Alaska Airlines. (Big thanks to Spin737 and 559AS!) I know a lot of people, myself included, learned a lot, and it made the NGX just that more enjoyable to fly. I'm now looking to start a thread with the same questions, for different operators. I would be thrilled if Real World Pilots/Flight Crew, Dispatchers, Airline Employees, or anyone with good knowledge of an airline could post that airline name, and answer these questions. I will then create a topic, and a PDF with all the newly acquired information. An example is provided below. If you do not feel comfortable posting answers to these questions, but would still like to participate, please feel free to PM me with the answers. (You will remain anonymous) Alaska Airlines 1. How is the ignition source side determined? Is it on the right side for the first flight of the day, and then the left side? Or is it right side inbound to a hub, and left side outbound? Or something different? Right side on first flight of the day, Alternates every leg 2. What is the average Cost Index for the flights? I know they vary, but if you had to guess an average, what would it be? CI of 15; 45 for ETOPS routes (Descent speed is .78/280) 3. BARO Minimums. How is it used? Is it set to acceleration altitude on departure? On visual approach, how is it set? Is it set to the TDZE or something different? BARO is EFAH (Engine Failure Acceleration Height) for departure (typically 500 AGL) and parked (clear) for visual approaches. 4. I know that acceleration altitude can vary, but what is the normal? 1000'AFE, or 1500' AFE? 1000 AGL is normal 5. De-Rates/Reduced Take-Offs and Climbs. Are reduced take-offs, and climbs used? What about de-rates? The takeoff numbers include all De-Rates and Assumed Temps. It's all done via ACARS, unless you want something specific. Climb 1 and Climb 2 are used. 6. HUD. Is it required for take-offs or only required when visibility is 1/2SM or less? Or something different? For the -800 and -900, HUD is required, if available, for T/O for tail-strike protection. Not required on the -400 or -700. 7. What altitudes the landing lights come on/off? 10,000 MSL, or 18,000 MSL? I know some airlines have different procedures on that... Lights (Landing, Runway Turnoff, Logo, Wing) at 18,000 MSL and a double chime (Attendant Button by PAX signs) at 10,000 MSL Retractable landing lights can come off at 10,000 MSL (Captain discretion) 8. Does AS use logo lights? I've seen photos (at night) where some have it on and some don't. Logo lights are only on the NG. They are usually on for night operations up to/down through 18,000 MSL. 9. Is there a set number to use for reserves on the PERF INIT page, or does it fluctuate depending on conditions? RES is variable, and probably never less than 4400 lbs. Usually it's around 6-7000 if I had to guess an average. 10. After looking at some pics on A.net, it seems there's a relation between certain fuel tanks and hydraulic pumps being on to whether or not the APU is started/on. For instance, when the APU appears to be running, the #1 Aft Fuel Pump is the only one on along with all hydraulic pumps on. Or, when the APU is off and GPU is connected, no fuel pumps are on and the two Elec hydraulic pumps are off. Is this procedure correct, or is there more to it with something I'm missing? During the preflight, the electric hydraulic pumps come on - contrary to most airlines. There's been talk of changing this, but that's SOP right now. APU is typically on 10 minutes prior to push, if it's running the Left Aft pump is running. No real link between fuel pumps and hydraulics other than don't run the electric hydraulic pumps with less than 1675. 11. Engine Start procedure. Is #2 first standard? Also, referencing a couple other airline's procedures for the following: fuel cutoff on at 25%? Does AS turn off the "A" hydraulic pumps for pushback, or are all Hyd pumps left on? Lastly, are any packs turned back to on (and Iso Valve close) after the respective engine is started or are the packs just both left off until both engines are started? #2 is first. Idle at 25% or max motoring. Pumps stay on. Start #2, "Isolate and Ventilate" and start #1. 12. What's the procedure, if any, for having a small amount of fuel in the center tank for takeoff? I know one airline turns them off if the fuel amount is less than a certain number, then back on during the after takeoff flow. It depends on the model and mod status. If you have the placard for auto-shutoff, you can takeoff with tanks on down to 1000lbs and run them dry in the other phases. If you don't have the placard you do more of the standard procedure (5000, 3000, 1000). We open the cross-feed valve to trick the light logic with the low fuel so you get a master caution. Do that 1000 pounds before you go empty. I'll look at the specifics later. We actually have a cheat-sheet for this, and it's a Captain's Job, so I don't have to morally or legally know anything about it. 13. Is Autobrake 1 authorized? It's not prohibited, so I guess so. I don't think anyone uses it, though. 14. T/O Flaps. Alaska is 99% of the time, Flaps 5. Flaps 25 off places like Lihue (good for short runways with no obstacles and heavy, heavy birds) Sometime Flaps 1 in places like Denver. The computer gives us the numbers, and we shall abide. If for some reason we don't have ACARS, we can print up the numbers in Ops, or simply use the performance data from the charts that are in the iPad. If you want something different than what the computer gives you, you can override and it'll spit out new data. 15. Do the pilots at Alaska fly all the 737's or is a group for the -400 and a group for the NG's? It's all one big family. We were segregated by ETOPS-qual and non-ETOPS-qual for a while, but everyone is ETOPS now. The worst thing is always reaching for the EFIS control - it always seems to move around on me.

One of the coolest 737 videos I've seen! Thanks for sharing!

Very weird. It might have something to do with the colors.ini that is in the PMDG folder within the main FSX directory. I also suggest submitting a support ticket for this. Did you recently install any new software?

Screenshot would help.

I'm almost certain the 737 can't do Mach 1...I would think the airplane would fall apart!

Radio mins are typically used for CATII/III approaches. Baro mins are used for everything else - CAT I, RNAV (GPS/RNP) VOR, LDA, Visuals, etc.

How long is the trip? If it's not very long, you're not going to have a very high cruising altitude.

I really like this one N836BA is Boeing's BBJ

I honestly don't think it has anything to do with AS2012...I use it, and never have the problems you've encountered. I know there are some good post in this forum about slowing the airplane down because it can be hard to slow down sometimes.

I think it would look great as a BBJ, especially if the orange sections were painted yellow, and the black/blue sections were painted teal, such as this Airbus 9H-AFM.

Looks amazing, as usual!

Even though I never have trouble reprogramming the FMC, I know that some companies SOPs state that if you are being overloaded with new information (runway/star change, etc) to fly off of raw instruments. That's what I suggest doing if you get tasked overload. Also, try and limit your CDU inputs below 10,000ft.

Yes! Ofcourse!

I think it is whatever works best for you. Everyone has different setups, so everyone's settings are gonna be different. Set it to whatever you like the best.

I've heard that R/W ops, with a GPS/RNP approach, the altitude window on the MCP should be set to 0, and stay like that throughout the approach.

Steve, looks great! It seems like you churn up a paint every day!

Are you using assumed temperature, de-rates, and reduced climbs? The NG is a very powerful aircraft, especially with light loads. Most airlines use de-rates and reduced climb thrust which would help them meet that restriction.

Hate to be rude, but this topic really doesn't apply to the NGX.

AAL bird looks great Steve! Definitely gonna give put that one through its paces tomorrow!

It is a known problem, and has been discussed many times before. Try searching the forums for other post of this type.

If you're using FSX, make sure to get the NGX, and not the original NG.