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Old 03-25-2022 | 07:49 AM
  #141  
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Originally Posted by CBreezy
Must be an airline differences thing. At my airline, VNAV is selected at acceleration height
fair enough I have no idea what different airlines do. But the jist is, during acceleration on a V1 cut or single engine missed, you should not be in level change until CMS, and that will happen if you are in TOGA mode and engage auto pilot. There is a direct warning about it from Boeing in our FM. Maybe there is a warning for different airlines or maybe not.
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Old 03-25-2022 | 08:12 AM
  #142  
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Originally Posted by CBreezy
If you set V2 in the speed window prior to takeoff, selecting AP on at 400 feet would maintain V2 speed and reverts to a type of LVL CHG mode. It does not sequence the bug to flap retraction speed. Once at acceleration height and upon reached the new bugged speed, you would select LVL CHG to continue your next segment climb.
This is correct, we select LVL CHG and max continuous thrust once we get to clean maneuvering speed. Selecting VNAV on the ground is our norm as well and when you get to the acceleration height (usually at a minimum of 800’) on page 2 of the takeoff page, the aircraft will accelerate for clean up. If you depart without VNAV, or on a go-around, selecting LVL CHG at 400’ would be a bad move since it would lower the nose to accelerate to your selected speed when your priority should be getting away from the ground. VNAV or TOGA at 400’ is acceptable, selecting LVL CHG that low isn’t.
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Old 04-01-2022 | 08:13 PM
  #143  
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Originally Posted by SonicFlyer
Exactly what I was wondering about... propaganda in disguise. Thanks for the honest review.
Lmfao - “honest review”. Good lord 🤦🏻‍♂️ And this cats right wing nuttery has clearly NOT biased his review 😂

If you bothered to read any of the prior pages and posts, you would clearly see a vast majority of your peers have said, overall, this is well done.

How about you think for yourself and actually watch it? Novel concept, I get it.
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