rsvit

You need to enter average ISA over descent. You can get airport one by calculating from METAR. Either inHg or hPa is accepted.

That's correct.

Both master F/D and autopilot must be choosen for PF's side. Because when you select autopilot it sets the FD on a corresponding side as a master. So if flying as FO - you use FD B and AP B. Two FCCs are calculating flight path differently using their own sensors and flight computers, thus their data might mismatch sometimes. And you don't want captain and FO FDs to show different things, so master-slave logic is used, where slave just "copies" the master FD guidance. However, on approach, probably due to safety reasons, slave FD requires its own nav radio to be set for ILS frequency, otherwise it will not show GS. That is because on automatic approach both FDs become masters and the GS data is compared between them and only if tolerances on and between both the FDs are met, autoland would be available.

When you capture G/S, AT switches to speed mode, setting the bug at current speed.

I had this problem. Ryan and some other members found out that you have to remove "aircraft stress causes damage" tick in realism settings. I'd better wouldn't mess with aircraft.cfg.

That is pitch limit indicator. Never exceed it in order not to stall the plane. For such kinds of questions try to look through FCOM volume 2, Flight instrument, display section.

FCOM 10.11.14 says it should be FMC.

You had GREEN single channel indication. This means autopilot uses FMC to build the glidepath. And it's followed accordingly to barometric altimeter and it seems you haven't the pressure it correctly. That is why you have the miss of 100'. And the same for course: you can see that you have FAC instead of LOC, it just uses coordinates to guide you. This was caused because you were tuned to VOR, located 130nm away, no chance it could get the glideslope. I see lots of mistakes and highly recommend you to fly the tutorial. Though 777 and 737 have some differences - 777 can auto tune and automatically couples the autopilots, when 737 have integrated approach navigation (ILS-like non-presicion approach) - you should be familiar with FMA indications, however you didn't pay attention to them same as many other many procedures which are similar to both aircrafts. According to the problem of misalignment - couldn't answer because haven't seen you flying ILS. But I think you were always doing IAN and, as it have navigation performance same as FMC (like 0.05nm) it could get you side of the runway.

Already on sp list - http://forum.avsim.net/topic/368040-vertical-speed-values/

Nothing to do with aircraft performance, just more accurate coordinates for nav performance.

You don't have to put the switch to align on 737. Right to the NAV. Tutorial number 2 is enough to understand the procedure.

If you use GPS position update, it'll make no changes. If not - FMC gets updated coordinates on TOGA press.

Sam is misleaded here. Yellow means that ILS beam has been captured and green one means that integrated approach navigation is used. IAN means that final approach course and glide path (both of them are calculated by FMC according to the RWXX and previous waypoint crossing altitude and position data which are shown on displays as an ILS interface) or just glide path. In this case autopilot will disconnect at 100'. IAN is an operator option.

There is a wind aloft section in AS fligth plan tab. You can get winds data for ten different FLs from surface to 490. Choose altitudes which cover your descend path best. So that every point of major wind change, you'll have data entered. Don't enter too close to your cruise FL as FMC uses it automatically. 3. Actually you can enter winds on FMC RTE DATA page. But if there are too much waypoints it's better to enter average wind to PERF INIT. This will allow more accurate calculations. Be sure to deselect "show surface winds" for more accurate data. Maybe in SP2 we'll have winds data export as on 777X.

At the moment only geometric descend is available on NGX. Ryan said that they might implement it in SP2.

There is localizer backcourse tracking capability if using IAN. Though I would do visual here.

I don't navigraph charts, but I guess MAP RW08R is an approximate missed approach point. And missed approach procedure can be performed above 2000' in 1nm after runway threshold. Anyway charts are needed to clarify this.

MTOW is maximum TOW which aircraft can handle. RTOW is max TOW which can be applied in current conditions - runway, obstacles.

You can do it by entering waypoint and other waypoint in .1 mile along the leg:XXX XXX/.1 In legs page: XXX XXX01. This will force the airplane to overfly XXX.

This is known NGX bug. Reselect roll mode after that.

This are split scimitar winglets. United were the first to installed them a year ago on their 738. http://www.b737.org.uk/winglets.htm#splitscimitar

Tutorial 1 actually states the purpose, actions and sequence of the secure procedure. You can follow it or you can follow FCOM procedure. If the airplane departs soon cold and dark is not set and the cockpit left like after secure procedure. IRS are realigned after each flight to match the maximum precision. If you need to do it real fast, you can do the fast realignment. Usually it's enough time to do the full realignment.

You probably have track up display and your ND shows track. Track is the direction of flying, and heading is the direction of airplane's nose. In normal flight difference between this two is caused by crosswind component. Airplane's trajectory is moved into direction of the wind. In tutorial flight it is recommended to use default weather with insignificant wind that's why there is no shift angle.

What are your packs and bleeds configuration (BLEED 1 and 2, L and R PACK)? What is the outside air temperature? You don't need to turn off recirc fans as they are only electrically operated.

It does not update automatically. You can enter planned take off fuel on PERF INIT page or if the difference is significant re-enter GW and recalculate TO performance data.