There is an option in MSFS for the Flashlight. I believe it is Left-ALT L. Use that until you have power to the aircraft and can get the dome lights on. Left-ALT L again will turn the flashlight off.
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Thanks for this little piece.
Thanx i have used that 
When i turn on emergency light on it’s really bright. Can i have that on after i turn on ground power.
You mean the dome light? If I do a night flight I turn that off after both engines are started. Other flood lights can be adjusted as necessary. After FL180 all lights are off in the cockpit except for panels, etc.
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You can use the flashlight whenever you want. It’s independent of the aircraft and/or powerstate. If you have the aircraft on ground power, the emergency lights should turn off by themselves.
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What @anon44786522 said. If the dome light is what you are referring to as the emergency lights, it should be turned off before you begin your taxi.
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Yes, dome light is the thing I needed to check where that were located. Now i know Thank you for the help. I can fly this complex thing in the sim but have not learned where all the lights are located LOL.
Well, here is the dome light switch if there is more than me that didn’t knew about that
Well, that light left to the seat that we can turn around is cool that they simulate. Would be cool if we could remove it like it can be done in the real aircraft and then be used like the flashlight. Would feel more realistic than pressing ALT+L
When we are talking about lights. Can we adjust lights in the cabin too?
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Question: do you kill the autothrottle before short final? I had an absolutely awesome ILS tonight, got into the flare after the 10-foot call, and the engines spooled up for a go-around! Needless to say that rather ruined my landing. I had kicked off the AP at about 600 AGL but left the AT on and MCP Speed was still green on the PFD right down to the ground. I’ve never killed the AT before (in my glorious 738 career which so far encompasses 7 landings) and it’s never done this before.
The way it should work if you do an autoland is once you touch down and hit the reversers the AT should auto disable. If you’re just doing an ILS you’ll need to disable the A/T before you get low enough that it thinks you’re doing a go around. Around 1,000 ft is your typical mark as everything should be more or less stabilized by then.
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Hey guy, a question. On final i sometimes get a flashing A infront of the speed on the MCP.
Anyone know what that indicates?
It flies as expected, so i am a bit puzzled to what it means.
Your selected speed is too low for the current configuration.
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Your selected speed is too low for the current (flap) configuration. If you are too fast, you get a flashing 8 instead of an A.
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Ah of course. In that case you have to go back to the DEP ARR page and enter a new arrival. In the legs page you’ll have your current missed approach point as active, then there will be a discontinuity followed by the points for the approach. All you have to do is give yourself a direct to a point from the approach, set your current altitude as CRZ altitude and a reasonable speed (210kts) in the CRZ page and then you can go back to LNAV VNAV.
In real life we almost never fly full procedures from the charts (at least in Europe). We get vectored 90% of the times. After missed approaches too. As soon as we let ATC know we’re ready to pay attention to them, they’ll give us nice vectors (usually a downwind leg and a base leg at 11nm or so). You fly the airplane.
The amount of go arounds varies a lot. In my 5 years flying I have done 10 or so. I hear this is an uncommonly high number on average. The reason is that for some time I was based in an airport that didn’t have CATIII operations and a very marked fog season. This is the typical case where you reach your DA and can’t see the runway. One time I had a windshear warning in Barcelona and did a windshear escape manoeuvre. On another occasion I did a go around because we had a “LE FLAP TRANSIT” on approach and had to read QRH and prepare for a F15 landing. On another occasion ATC “forgot” to give us landing clearance and went around basically at 100ft agl. And last week in Santander airport we went around because the airplane was unflyable in that wind gusting 40kt. We became unstable below the landing gate and we didn’t even try a second time and diverted to Madrid with plenty of fuel left on board.
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Ah right, thanks!
This is the problem though, the stalls are happening before the 1000ft acceleration period, especially if I’ve got live weather on and its a bit gusty. Maybe I’m taking off on the wrong runway. Is the weather modelled that well.
What I’m struggling to understand though is if you are coming into land or flying slow at 140 knots you need flaps 25 but taking off you can fly the same speed with only flaps 5, it doesn’t make sense to me.
Landing and take-off are two completely different scenarios. When you take-off you want to gain altitude as quickly as possible, when you land you want to be slow and have drag so the engines aren’t idling (because of the slow spool up time). You definitely do not want that additional drag during take-off.
One thing to remember is that the leading edge flaps are the most important flaps when it comes to generating lift, without causing too much drag, or even barely any. That’s why in most airplanes they automatically deploy when your airspeed gets too slow.
Thanks! I wasn’t intentionally doing an airplane. I did have both flight directors on but that is part of the takeoff checklist I’m using (it asks for both flight directors on before taking the runway). And I just left them on the whole flight. I know that both FDs on is one condition for an airplane but I don’t know the rest. I don’t even know if this airport has auto land, or frankly anything about auto land. I’m instrument rated in real life but I fly Cherokees 
Unless your plane is really lightly loaded, you won’t be flying 140 knots at takeoff. Yesterday for instance, I flew an -800 moderately loaded from ATL to BNA. My V2 speed was 143, so my initial speed was something like 163 knots.
I think it might be a bug actually, I’ve just tried the same flight I was having problems with, EDJA-LOWI. I double checked everything was programmed correctly, AT/FD on etc, LNAV and VNAV engaged on the ground no problem. I then took off (AP off) with 138 programmed into the speed, TOGA engaged and it took off just fine following the flight directors, after a few seconds of climb the engines spooled down to 45% thrust and the plane got close to stalling slowing to about 110 knots, after a couple of seconds the engines spooled back up to full power again. When I looked at the MCP the VNAV light had gone out but it engaged again no problem.
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This is the thing though, do you set the speed to V2 or V2+20 because it definitely flies the selected speed for the initial climb and not selected+20.