Hotdawg

It has been awhile since I have flown -400 but your main concern is TAT inflight. 10 degrees TAT or colder and visible moisture inflight is considered icing conditions. On the ground SAT is not accurate unless you have an asperated Rosemount TAT probe. Even then it's better to use current METAR because it's more accurate. The only times pilots really check SAT inflight is during climb or cruise if SAT is below -40 in the clouds you can turn off engine anti-ice and save a little fuel.

OAT is SAT "Static air temperature"

FMC Progress page 2

The transponder should be on with elt mode enabled for push back and taxi

You place the FLT/GND switch to FLT during the after start flow and return it to GND during the after landing flow. In the FLT position the cabin is pressurized to about .2 psi or 200 feet below field elevation. If you forget an leave the switch in GND the cabin will still pressurize normally but you will get a pressure bump when the weight on wheels switch allows the outflow valve to close after takeoff.

The fuel in the tanks will get colder the longer your at cruise altitude it's really cold up there. The gage reads from the left wing tank and that is theoretically the coldest tank. The only thing that warms the fuel in the left main tank is the A system hydraulic cooler and that is the smaller system less heat than the B system that is cooled in the right main tank. There is an oil to fuel heater that heats fuel but that is in route between the fuel tank and the engine and the heated fuel gets burned by the engine. No help warming the fuel in the tanks. If the fuel in the the left main gets to cold (below -37C for jet A. The aircraft limit is -45C or 3C below the freeze point of the fuel. The most common fuel in the USA is JetA with a freeze point of -40C) you have two options speedup (more skin friction to help heat the fuel) or descend to a lower altitude (warmer). Generally speaking this is not a problem in the 737-300 because the time at cruse is not long enough to cause the fuel temperature to drop that much. On large wide body aircraft some flight planning software will predict fuel temperature drop at cruse and help you stay out or trouble.

The N1 thrust bugs are limit bugs. TO, R-TO, CLB, CRZ, G/A and CON. The only time you should see the N1 thrust needle at the bug is when the thrust is set to the limit for the mode your in. Most of the time the thrust will be below the bug limit except during full thrust takeoffs and full thrust climbs.

What does the warning sound like? If it's an intermittent horn it would be a cabin altitude warning. It comes on when the cabin altitude goes above 10,000ft. It's the same warning sound as the takeoff configuration warning on the ground.

Use the speed brake to slow. In most cases thrust will already be at idle in a VNAV decent.

In the real airplane you have to manually update Vref as you burn off fuel.

The classic doesn't chime.

I'm also getting an arror when trying to apply the hotfix 1.0.7

There is no paralleling of the AC sources of power. If you have uneven loads on each bus that is what you see on the gauges. Normally the loads are "about" the same. Normal oil pressure should be about 45 to 50 psi in cruze.

Is it after touchdown and are you using autobrakes?

Your absolutely right about interning the zero fuel weight. In the real FMC you enter the zero fuel and and the FMC calculates the Gross weight. I also get an invalid entry error when trying to enter zero fuel weight. When I enter a gross weight I get a number in the zero fuel weight and the gross weight number I entered changes on its own. If I reenter the gross weigh a second time the gross weight doesn't change on its own and the zero fuel weigh is okay also. In the real world you never enter the gross weight you only enter the ZFW.

RNAV approachs are flown in LNAV, usually LNAV and VNAV depending on the company procedures it could be LNAV and VS.

Nice video demo! Thanks

Speed trim system is armed 10 sec after liftoff, 5 sec following release of the trim switches, N1 above 60% autopilot not engaged, TE flaps extended, and airspeed between 100-300 kts. It is a speed stability system designed to improve flight characteristics during operations with a low gross weight, aft center of gravity, and high thrust when the autopilot is not engaged. The purpose is to return the aircraft to a trimmed speed by commanding the stabilizer in a direction opposite the speed change. Speed trim operates the stabilizer most frequently during takeoff, climb, and go-around. (high power and low airspeed causes pitch-up) Speed trim satisfies certification requirement of a 1lb increase in stick force for 6 kt of airspeed increase. In real life flying the 737 it is something that happens in the background and is a protection feature. If you're flying and trimming correctly speed trim rarely engages. If your hand flying you trim to remove control forces at your desired airspeed if you don't speed trim might do it for you. Hope this helps