tsp

The left side of the colum tells you that it's for crosswinds. But I'd be very cautious with these limitations as they are most probably Operator values and not the basic Boeing values.

Most of the time even different airplanes in a company have different options/equipment. For AB and X3 you should check out Christian Mohr's paints, they all (well most of 'em) come with accurate airline config files

Yes it's a real life option, at least on the NG. In the company that I work for, we have 10 NGs: -8 without the range arcs but with the 3nm dots (1998 built NGs) -1 with range arcs and with the 3nm dots ( 2008 built NG) -1 "recently" leased with range arcs but without the 3nm dots (around 2000 built) Bugs me everytime and I don't know why it's so different

Better than the one in the documents? Come on. I just had a glimpse look at the so called checklist from the link Florian postet and the flow of action is somewhat unconventional and non-sense to the one recommended by Boeing.

Page 25 in the QRH. It's everything you need

Correct

atrdriver, don't mix fuel pumps with hydraulic pumps, please All fuel pumps are AC electrically powered. And for the question about all pumps off and flame outs, the FCOM is your friend: "When main tank fuel pump pressure is low, each engine can draw fuel from its corresponding main tank through a suction feed line that bypasses the pumps. As the airplane climbs, dissolved air is released from the fuel in the tank due to the decrease in air pressure. This air may collect in the suction feed line and restrict fuel flow. At high altitude, thrust deterioration or engine flameout may occur as a result of the fuel flow reduction."

Just for clarification: Runway 25R in EDDF has 2 frequencies, thus 2 transmitters. 109.75 for the Y and 111.35 for the Z approach. The reason is that the Y uses a steeper 3.2 degree glideslope whereas the Z has the standard 3 degree slope..

Hi, Here's what I do in "the real thing": I always put the max altitude of the OFP or the FL that is closest to the optimum (if thats lower than the planned FL) on the cruise page, and then just set the restrictions on the MCP. Most of the time controllers will clear you to your higher planned FL anyways. There's no harm done when engine logic remains in CLB mode.....

Also a rule of thumb is: TAT minus (IAS devided by 10), should bring you very close to OAT

Thanks Steven and Ryan I tried it again this time a little bit closer to the airport and it worked. Didn't know about that 20nm thing, I thought when the airplane identified everything i was good to go Thanks for clearing that up

Hi folks, yesterday evening I was trying to shoot down the ILS approach runway 23R in Duesseldorf (EDDL). Everything was set up and identified, when on intercept heading I was cleared for the approach and pressed the "APP"-button. Now here's when the "strange" things startet to happen: - on the FMA it said LOC / G/P - on the upper left corner of the PFD the ILS identifier changed to the frequency (109,3) - also did "ILS" on the PFD change to LOC/G/P I suppose this has something to do with the IAN capability of the NGX, which I'm not familiar with, because we don't have airplanes with that feature in our fleet. Though I know, that you have almost the same idication when selecting a Localizer/NDB/VOR approach in the FMC and press "APP" but I'm 120% sure that i selected the ILS. And for demonstration purposes I tried the same thing again this morning and included 2 screenshots. So let's say is there a way to tell the NGX: "Hey, it's cool what you're doing, but I want you to use the ILS signal." So here it is just before pressing "APP" http://abload.de/img/ian1cvuqp.jpg And here right after: http://abload.de/img/ian2l3uux.jpg

Hi! Here's what I do in the real thing: As soon as Toga is pressed I start the clock. Times for Offblock and Onblock is automatically calculated via the FMC, so theres no need to start running the clock when pushing back. For the second part with the times I don't know. And for the pumps: I turn all of them on with the "before start checklist/items" I guess yours could be some company specific thing best regards

Nomally you set it up to 5, in case of icing conditions you should set it to 4 and in case of a night stop with expected icing conditions set it to full nose down. That's what I do in the real 737

I think Air Berlin should be flying with a CI around 11 or 12 right now. At least my company is flying for Air Berlin with B737and we're using these CI values...