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1

If the 737 is like most other FMS installations you will find the approach will activate at the capture fix. It is typically the waypoint just before the FAF. If you were flying into KMEM RNAV RWY 36C the capture fix would be NESBT and the FAF would be GINIE. In the FMS that I use, the capture fix is typically loaded twice into the flightplan. Once from ...


3

Since the production of the 737-100 and -200 was concurrent, there were in fact -200s with blow-in doors, and more often than not, the inlet was replaced during the airframe's lifetime. An example is United's N9003U, line number 12, a 737-200: Sources: jetphotos.com and airliners.net The doors are spring-loaded and open by differential pressure at medium-...


2

The noticeable uptick in noise from the engines after a lull in noise could have been the pilots adding thrust to resume climbing the aircraft after a momentary level off to comply with an ATC instruction to maintain a particular altitude followed by a clearance to resume climb to a higher altitude.


7

The tabs themselves are not locked -- that lock you mention is upstream: an input lock. Next time you sit next to the wing, watch the aileron as the pilots check the controls and notice how the tab moves opposite (alternatively, and rewindable, you can watch it here). With the input locked, the tabs are free to move without directly feeding back into the ...


7

Your question: Why doesn’t the Original have quantity gauges for both main hydraulic systems, rather than just for the A system? On the B737 100/200 airplanes the system B hydraulic reservoir is filled from the system A reservoir. So, when the system A gauge displays a normal quantity the system B reservoir quantity would also be normal (separate B quantity ...


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