Resources: On my Mac’s “Preview” app the right column is garbage. (Between “Lewis Morrison…” and “…called FSUIPC” is OK
Part 1. You state that the plane “suffers” systems wise. I think that is unfair. The plane is simple. One could make the counter argument that this simplicity is more feature than bug.
Part 1. What your sources call the “System Annunciator Panel” is called by us the “Master Recall” (or commonly: “the six pack”). There is a distinction. The annunciators are mostly adjacent to their respective switches. There are several jobs that the Recall has: 1. To point out where to look for the problem and 2. to check for dual channal or secondary channel faults.
Part 1. Your tag pointing to VOR/LOC is labeled “Autopilot Level Change Switch”. (And to be precise, that is a pushbutton (PB), not a switch)
Part 1. What you label “Heading Indicator” on the ND is “Track” at most airlines. The little inverted triangle IS heading but the bigger block with the numbers “63” are likely what your readers will think you are pointing to. To see heading you either scan the arc below the ADI or put the heading bug on that little triangle. “Put the brick on the boat”. (You partially point this out later in the Climb section.)
Part 2. Excellent primer on flight planning!
Part 3. “27” points to the “Master Caution” not “Master Warning”.
Part 4. Holding the APU switch to “Start” for 2-3 seconds is not necessary. The signal to start is instant.
Part 4. “13”. This may be correct but I have not seen the Ignition used this way. We alternate between “IGN L” and “IGN R” durning each preflight so that the operation of the igniters are checked each day (if the engine doesn’t start, the selected igniter is INOP. We almost never switch to BOTH.
Part 4. “31”. Again maybe correct. Running ignition during taxi (unless Engine A/I is being used) is just wearing down the ignitors. Select “CONT” just prior to takeoff.
Part 4. “34”. Yaw Damp is selected on during the Captain’s preflight flow. You could wait until after start, but why? It is pretty important and harms nothing to turn it on in a low workload period like the initial preflight.
Part 4. The only lights that should be on before and after the start are the Nav and Beacon. When you are ready to move, switch on the Taxi light. If you turn on all of those lights after start you will get heaped with scorn and loathing by your fellow pilots.
Part 5. Inversely, keep all of those lights on until high altitude. The becon is REQUIRED to be on any time the plane is in movement.
Part 6. Hitting TOGA at 40% is a little early IMO. At that RPM there is still no guarantee that they will spool together. Best to advance a little further (say 70%) to avoid directional control issues.
Part 7. Yes the AP has two channels (aileron and elevator). And, yes, there are two autopilots (L and R) guided by two FMCs (L and R) but there is no way to put the two in conflict with each other. Whatever is done to one FMC is done to both so conflicts are not possible. The only time the 2 APs will even engauge simultaneously is at G/S intercept (although they can both ARM prior in APP mode) during a CAT 2 or CAT 3 approach with AUTOLAND. Then the G/S signals are separated electrically via the TR3 disconnect. The rest of the time, there is only one side controlling. Also, you describe the autopilot as an entity that makes performance decisions. It is more clear and more accurate to say that these values come from the FMC. The AP just does blindly does what it is told.
Every airline is different and I only know how mine does things. Where my knowledge conflicts with yours but others have told you differently then go with what you have been told–especially if the source is Boeing itself. Excellent stuff Chuck! Truly.