Narrative:

At FL370; we were setting up for arrival on ZZZ runway xy in an older model aircraft. When the airspeeds were set from the on-board performance computer (opc) screen we verbally confirmed speeds of 122 and 140 due to gusty winds. I set bugs for both vref and vtgt as is my way of crosschecking that I have set correct target speed. I noticed the first officer (first officer) had only set one bug and assumed he had set vref per our procedure. When the descent checklist was accomplished; his bugs were difficult to see looking cross-cockpit with the lighting and I read the position of the bug at 122 like mine. On final; the tower called the winds and the first officer adjusted the speeds down two knots to plus 16.the approach and landing were uneventful and the FAA inspector riding along commented that it was an excellent flight but said he had one question. I was still coordinating ground air and power while the first officer and FAA were discussing wind adjustments to vref (I thought). The examiner then asked why my bug was set to 122 and the first officer's was at 132. As I had previously confirmed his bug position; I looked at his asi and still thought I saw 122. I wasn't sure what he was getting at. The first officer then moved the bug; and that's when I realized that it had been at 132. The first officer told the FAA that there was no requirement to set vref; only tgt. At this point I was distracted by ground personnel attaching ground power; and when I turned around FAA was gone. It was at this point that I realized that the first officer bug was not actually set. I was sure that vref was supposed to be bugged; but the first officer was sure that was not the case. I looked up appropriate section in the aircraft operations manual; and made the first officer aware that this procedure is still listed as an older model aircraft only item.it's very difficult to read gauges cross-cockpit. I rely on the other pilot to look at his stuff too. The vref is set on the CDU on both older model and newer model aircrafts; but only bugged on the older model aircraft. I have been here long enough to know that vref must be bugged on older model aircraft; but maybe there are enough pilots here with all glass time that these differences may need more emphasis; especially in light of how seldom some folks fly them. It never crossed my mind that our pilots would have confusion about bug use. Our distance learning always talk about new stuff; but; looking back to the older model aircraft might be new to the newer model aircraft pilots.

Related reports:

Google
 

Original NASA ASRS Text

Title: The Captain of a B737 reported that on decent he confirmed speeds with the First Officer and set his bugs. The First Officer was not aware that on the older model B737's the procedure to set both the VREF and VTGT bugs are still required.

Narrative: At FL370; we were setting up for arrival on ZZZ Runway XY in an older model aircraft. When the airspeeds were set from the On-board Performance Computer (OPC) screen we verbally confirmed speeds of 122 and 140 due to gusty winds. I set bugs for both VREF and VTGT as is my way of crosschecking that I have set correct target speed. I noticed the First Officer (FO) had only set one bug and assumed he had set VREF per our procedure. When the Descent checklist was accomplished; his bugs were difficult to see looking cross-cockpit with the lighting and I read the position of the bug at 122 like mine. On final; the Tower called the winds and the FO adjusted the speeds down two knots to plus 16.The approach and landing were uneventful and the FAA Inspector riding along commented that it was an excellent flight but said he had one question. I was still coordinating ground air and power while the FO and FAA were discussing wind adjustments to VREF (I thought). The examiner then asked why my bug was set to 122 and the FO's was at 132. As I had previously confirmed his bug position; I looked at his ASI and still thought I saw 122. I wasn't sure what he was getting at. The FO then moved the bug; and that's when I realized that it had been at 132. The FO told the FAA that there was no requirement to set VREF; only TGT. At this point I was distracted by Ground Personnel attaching ground power; and when I turned around FAA was gone. It was at this point that I realized that the FO bug was not actually set. I was sure that VREF was supposed to be bugged; but the FO was sure that was not the case. I looked up appropriate section in the Aircraft Operations Manual; and made the FO aware that this procedure is still listed as an older model aircraft only item.It's very difficult to read gauges cross-cockpit. I rely on the other Pilot to look at his stuff too. The VREF is set on the CDU on both older model and newer model aircrafts; but only bugged on the older model aircraft. I have been here long enough to know that VREF must be bugged on older model aircraft; but maybe there are enough Pilots here with all glass time that these differences may need more emphasis; especially in light of how seldom some folks fly them. It never crossed my mind that our Pilots would have confusion about bug use. Our distance learning always talk about new stuff; but; looking back to the older model aircraft might be new to the newer model aircraft Pilots.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.