The usual recommendation is to select HDG SEL at 400' AGL.Just want to know if I am understanding the above correctly:This arms, but does not engage HDG SEL. HDG SEL(white) enunciated on PFD(Why wait until 400' if we are only arming the roll mode?)?HDG SEL will be active roll mode as soon as A/P engaged at 1000'?If you're wondering why I am even asking this, it's because I still have some residual memories of the default A/P, where you could not do anything until the A/P was active(yep, I know the PMDG version is a very different beast!).Thanks,Frank

Hi Frank,when you select HDG SEL (or LNAV) before engaging the autopilot, this will do 2 things:1- drive your FD bars to guide your toward the selected HDG SEL or the active LNAV course2- put in active roll mode the HDG SEL (or LNAV) as soon as you engage the A/P.You won't select any roll mode before 400 ft because the FD bars till 400 ft are commanding you the correct attitude for a V2+20 climb.

Could be wrong here but the way I understand it the TOGA roll mode has the FD guide you along the runway track as opposed to a heading (some airlines has the TOGA command wings level). When you select the HDG SEL with AP still off the FD directs you towards whatever HDG you have dialed in as the plane passes 400ft AGL, i.e. HDG SEL becomes active. The pitch/roll modes doesn

Hi Enrico!!Thanks for really fast response. I guess you'd recommend I RTFM(you know what I mean!)?BR,Frank

Hi Tord,Thank you for the expanded information! This certainly makes sense.So, you CAN have ACTIVE AFDS modes even when the A/P is not engaged!Looks like I've been thinking of active modes as solely connected with automatic flight, which is incorrect. Bit of a revelation!Great forum!Best wishes,Frank

Hi frank,yes you can have the modes active without the a/p engaged, but remeber that YOU are the pilot flying and the active modes (such as VNAV, HDG SEL and LNAV) only drive the FD bars to be followed manually !The Flight Manual of which you know is pretty clear regarding the takeoff profiles (ICAO VNAV A or FL CH...).And it's true that the TO/GA will drive the FD bars to maintain the runway heading up to 400 ft (if you have a new roll mode selected) and the correct attitude AFTER liftoff (don't use FD bars to guide you during rotation !).Happy flights !

Got it, Enrico! I did look at the information in the FM, but these posts make things clearer.BR,Frank

A quick supplementary question - what does the POWER SET, _ % callout refer to, and where is this information read from? The flight manual says the N1 reference value is checked on the TMA above the N1 readouts on the EICAS, but this is only available for a manually set N1 value. Otherwise, for FMC computations, this area is blank(see PMDG manual 7-32).Hope you can make sense of what I'm asking, 'cause I'm not sure how to make it clear!?BR,Frank

This is found on the N1 LIMIT page on the FMC. SWA sets this manually on TO. One also sets this in case the AFDS does not set the correct power prior to 80 knots I believe. Best Wishes,[h4]Randy J. Smith[/h4]http://www.rawbw.com/~bdoolin/shinault/Animation1.gifCaution! Not a real pilot, but do play one on TV ;-)AMD 64 3200+ | NEC LCD 1980SXi 19" | ASUS KV8 DELUXE | GFORCE 5700 ULTRA @535/1000 | Maxtor 6Y080M0 SATA 80 GIG | 512 DDR 400 | Windows Xp Pro |

Thanks, Randy.Do I take this to mean that setting manual N1 will override the FMC settings for T/O and climb? BR,Frank

Hmm, AFAIK (and this can maybe differ due to airline options) pressing the N1 button reduces the autothrust mode from TOGA to CLB thrust.This is different from the 767 where there is no TOGA button, only GA. On those planes pressing N1 sets the takeoff thrust. The pilot then either engages VNAV or presses CLB on whatever the thrust mode control panel is called (perhaps TMCP lol) at the proper time.EDIT: Oh sorry, I misread what you wrote. Or at least I think I did ;) The TMA shows where the throttles should be placed with a little green caret. Can

Thanks, Tord.To return to my original question, doe POWER SET mean that the N1 Limit(however computed) has been reached? So, for example, T/O thrust is computed as 97.8%, then POWER SET means the engines are now generating that amount of thrust? If so, the engines must spool up very rapidly as this callout comes quite early during the T/O roll(certainly before the 80k call).BR,Frank

Frank,I for one would hope that I have my engines spooled up to the required power setting before 80 knots. I do think that POWER SET is a verification that either the PF or A/T has set the throttle levers to the right position for required N1.At 80 knots the A/T goes into THR HLD mode which means that A/T will not command any further change of the throttle levers. Hence the reason for the captain (I guess he has the sole authority to make the decision of a Go/No go before V1) to have his hands on the throttle levers i.e. firewall or close down the levers if need should arise.The TMA or the little green caret is always visible. However the digital readout of the set N1 above and to the right of the engine N1 gauge should only be visible when N1 is manually set. This is something that differs between this NG and the real thing.Cheers,

Yep, you are correct. I

Thanks, Tord. All the information you've given me is useful.Basically, I was going through the callouts, V1, Rotate, Postive Rate, Gear Up, Power Set, 80 knots, etc, and was wondering:If Power Set represents the NI limit, set either in FMC or manually?How the PNF was checking that the power was set, ie, what instrument?Sorry if I caused confusion!Best wishes,Frank