Follow-up to EGLL KLAX flight

[Guest D17S]

Remember a bit back? Steve provided us with a full rundown on a real flight from EGLL to KLAX? I finally got a chance to check out the PMDG model vs the real flight. Here

[Mats_J 2]

Sam,It's amazing isn't it? You should post this in the FSX forum for the dev team to read... ;-)Cheers,

[cowpatz 243]

Way to go Sam. I havent had a chance to run it myself as I have been working on something else that you might find interesting. Amazing that PMDG were able to model the FMC so accurately.Be doing that leg again in a few days.CheersSteve

[Jim Harnes 13]

Great info, Sam! Believe there was an ongoing effort to revise the FSBuild PMDG 747 fuel flow figures, but haven't heard anything about it recently.Would be great to have FSBUILD profiles for all of the Queen's engine models. I'd do it (retired guys have the time :)), but don't have access to the performance data.Jim Harnes

[Guest Loiosh]

The engines are only for looks. They don't perform differently in this model of the aircraft.

[Guest Loiosh]

I love my airplane. =)

[Jim Harnes 13]

Hmmmm....From the PMDG statement of differences .pdf:"When you select a Pratt & Whitney or RollsRoyce engine airplane model from within the

[Chaos81 110]

>The engines are only for looks. They don't perform>differently in this model of the aircraft.I'm pretty sure they do.

[markadeane 272]

Good write up Sam, nice one!Have been going over some performance based stuff with Steve and he recommended that for a challenge I try the LOOP4 departure out of LAX with a DAG transition thence out towards Vegas. Easy enough at ISA, but what about at 340t TOW and a temperature of 28 degrees, QNH 1023hpa? It gets mighty interesting then.The LOOP4 requires you to maintain a heading of 250 off the westbound runways, then shortly after going over to departure you get vectored back overhead the LAX VOR. The altitude restriction overhead LAX is 10,000 feet with a further restriction of 13,000 feet at KEGGS, just another 8 miles away.The vectoring back overhead LAX is all done within a 10nm radius of LAX VOR and it's a lot tougher than it sounds. Steve said that they clean up to Flap 1, then once established inbound back towards LAX they clean up fully but stay at the clean manoevureing speed for best climb. He also said the real kicker is meeting the alt restriction at KEGGS. Having done a full takeoff calculation I ended up with a packs on departure, and an assumed temp derate of 43deg c. Sure enough, by the time I had 'self-vectored' back onto the LAX VOR, I was doubtful of making the 10,000 ft restriction. In the end I fell short by a few hundred feet, ultimately passing KEGGS at 12,600 feet. CLOSE! Fortunately for me I had a little more help in the flight deck than you normally do in the PMDG 744, and man did I need it on this occasion. (Watch this space for more info on that...) :-)The landing at KDEN was pretty interesting too, I was mighty heavy as I had deliberately wanted to test myself out of LAX earlier on, so I was carrying a lot of fuel into the situation.I wanted to test out a few autoland related things so set up and briefed for a CAT3 Autoland onto Rwy 35R. Vref for the flaps 30 config was 163 knots or so I think, my landing card is at home so I'm not exactly sure.Well with the heat and elevation it was always going to be interesting... I had a chance to look at the groundspeed as we came over the fence and #### if it wasn't 191 knots! I applied full reverse and had preconfigured Autobrakes 3. The touchdown was characteristically smooth but well-placed. I've never left the reversers on for that long, it felt like a friggin eterntiy before the 80 knots call came, by which time I had already lost my nerve and taken manual braking action to assist in the deceleration. You see, I was watching the opposite end of the runway and it was coming up on me mighty fast...I ended up vacating at the very end of the runway, and thank goodness for the long taxi to the UA terminal is all I can say. As my F/O went through the after landing checks I brought up the gear page and saw (for the first time ever) that my brake temps were seriously high. I kept the taxi speed right down at 10 knots to give them time to settle down but even by the time we parked up they were still seriously hot. My suspicion is that I was possibly at or slightly over the max landing weight for this situation.Wow, what can I say. If you're one of those guys who mostly flies around at the default weather settings then I reckon this adds a whole dimension to flying the 744. If you want to see how good your skills REALLY are, then get out and do some hot and high work. I'm just so stoked with the fact that the PMDG model suffers under the same challenges as the real world equivalent and to the same extent.If you haven't been out to the edge of the performance envelope yet, then my suggestion is pack your bags and take a trip out that way!

[phil747fan 14]

hello foc danur is not bad too ...i took your route and weather .... the little problem is on route reserve option but i prefer have more fuel than not enough ...enjoy it i suppose it will follow your fmc predictions and give you a good paper view for the whole flight ... i didnt enclose the etps scenarios but might good to have them toosee youphilSTART OF COMPANY FLIGHTPLAN BAW0001 06.08.01 EGLLKLAX.001 SEQ005 RLS000 AIRCRAFT B744--CF6-GE STD 15.15Z ATD ..... ABN ..... TYPE 400E STA 02.10Z T/D ..... ATA ..... ROUTE INFORMATION: CREW INFORMATION: DIST 4826 TRACK INDEX 102 DISP: phil /.................. ESAD 5014 COMPONENT H018 PIC: *PIC /.................. CRSM LRC CLIMB NCL FUEL CALCULATION: ALL IN TO WEIGHT/FUEL BREAK DOWN: ALL IN KG BIAS 1000 ZFW 234996 246072 TAXI 1,20 TOF 127129 173425 KLAX 110,90 10.23 TOW 362125 394626 RR20 5,55 00.31 TIF 110902 KFAT* 6,26 00,40 FL140 LW 251223 285764 FR 4,42 00.30 REM 16227 CF 0,00 HF 0,00 AIRPORTS: ALL IN TO MIN 128,33 12,04 ADD 0,00 ACT 128,33 NOTES :- CALCULATED 1ST ALTERNATE ONLY- BASED ON FIX WIND CALCULATION- STOPS/EROPS NOT CALCULATEDRTE VIA : WOB2F-WOBUN / WOB2G-WELIN / DCT-TIMPO / UN57-POL / UN601-MARGO / UN590-NINEX / UP59-BALIX / DCT-6220N / DCT-6430N / DCT-6540N / DCT-6550N / DCT-6460N / DCT-KAGLY / DCT-TEFFO / DCT-KELMU / SCAH-YWG / DCT-DIK / DCT-CZI / DCT-OCS / J107-HEC / CIVET5-CIVET / (I24R-RAFFS)DIST 4826 GCI 102 CP H018 ESAD 5014 CRSM LRC FLIGHT PROFILE :POL/F300 - 6430N/F320 - PIKMO/F340 - DIK/F360[FF]FLIGHTPLAN: AWY POS FREQ FL MT DIST TME ATO ETO ETA EET FUEL FOB RFU ------------------------------------------------------------------------------ EGLL 0,00 ..../..../..../0,00 0,00 /.....127,1WOB2F BUR 0421.0 F024 290 008,4 0,01 ..../..../..../00.01 0,60 /.....126,5WOB2F D312J F036 002 004,1 0,01 ..../..../..../00.02 0,88 /.....126,2WOB2F D333P F055 360 007,6 0,01 ..../..../..../00.03 1,34 /.....125,7WOB2F WOBUN F104 360 018,5 0,02 ..../..../..../00.05 2,47 /.....124,6WOB2G WELIN F136 347 014,4 0,02 ..../..../..../00.07 3,16 /.....123,9DCT TIMPO F180 333 021,9 0,03 ..../..../..../00.10 4,14 /.....122,9UN57 TNT 115.70 F247 331 035,0 0,05 ..../..../..../00.15 5,66 /.....121,4* TOC POL D-013 UN57 POL 112.10 F300 343 044,3 0,06 ..../..../..../00.21 7,19 /.....119,9UN601 RIBEL F300 341 017,6 0,02 ..../..../..../00.23 7,62 /.....119,5UN601 SHAPP F300 343 031,4 0,04 ..../..../..../00.27 8,42 /.....118,7UN601 MARGO F300 343 013,5 0,02 ..../..../..../00.29 8,75 /.....118,3UN590 GOW 115.40 F300 327 090,3 0,11 ..../..../..../00.40 11,04 /.....116,0UN590 SUPIT F300 321 123,8 0,16 ..../..../..../00.56 14,15 /.....112,9UN590 BEN 113.95 F300 321 012,6 0,02 ..../..../..../00.58 14,45 /.....112,6UN590 NINEX F300 328 106,9 0,13 ..../..../..../01.11 17,11 /.....110,0UP59 BALIX F300 308 017,8 0,02 ..../..../..../01.13 17,53 /.....109,6DCT 6220N F300 315 345,9 0,44 ..../..../..../01.57 26,11 /.....101,0DCT 6430N F320 314 297,6 0,38 ..../..../..../02.35 33,45 /.....93,68DCT 6540N F320 311 265,2 0,34 ..../..../..../03.09 39,72 /.....87,41DCT 6550N F320 303 253,6 0,32 ..../..../..../03.41 45,60 /.....81,52DCT 6460N F320 295 265,2 0,34 ..../..../..../04.15 51,67 /.....75,46DCT KAGLY F320 286 085,2 0,11 ..../..../..../04.26 53,59 /.....73,54DCT TEFFO F320 283 116,3 0,15 ..../..../..../04.41 56,19 /.....70,94DCT KELMU F320 279 436,0 0,56 ..../..../..../05.37 65,88 /.....61,25SCAH PIKMO F340 255 425,7 0,54 ..../..../..../06.31 75,10 /.....52,03SCAH KALLU F340 231 254,8 0,33 ..../..../..../07.04 80,36 /.....46,77SCAH YWG 115.50 F340 220 133,0 0,17 ..../..../..../07.21 83,07 /.....44,06DCT DIK 112.90 F360 225 287,4 0,37 ..../..../..../07.58 88,96 /.....38,17DCT CZI 117.30 F360 213 231,0 0,30 ..../..../..../08.28 93,53 /.....33,60DCT OCS 116.00 F360 206 184,1 0,24 ..../..../..../08.52 97,12 /.....30,01J107 URNUW F360 209 204,3 0,27 ..../..../..../09.19 101,05/.....26,08J107 MLF 112.10 F360 210 063,0 0,08 ..../..../..../09.27 102,24/.....24,89J107 BERYL F360 197 032,8 0,04 ..../..../..../09.31 102,85/.....24,28J107 NORRA F360 199 080,8 0,10 ..../..../..../09.41 104,36/.....22,77J107 OVETO F360 197 021,0 0,03 ..../..../..../09.44 104,76/.....22,37J107 BLD 116.70 F360 198 032,8 0,04 ..../..../..../09.48 105,36/.....21,77J107 HEC 112.70 F360 213 106,4 0,14 ..../..../..../10.02 107,34/.....19,79CIVET5 DYPSO F360 203 004,0 0,01 ..../..../..../10.03 107,42/.....19,71* TOD GRAMM D-003 CIVET5 GRAMM F354 205 048,2 0,07 ..../..../..../10.10 108,52/.....18,60CIVET5 RUSTT F325 228 007,7 0,01 ..../..../..../10.11 108,84/.....18,29CIVET5 CIVET F295 251 007,4 0,01 ..../..../..../10.12 109,13/.....18,00I24R SMO 110.80 F106 256 053,1 0,08 ..../..../..../10.20 109,39/.....17,74I24R SAPPI F050 070 016,0 0,03 ..../..../..../10.23 109,47/.....17,66I24R MERCE F040 151 003,8 0,00 ..../..../..../10.23 109,49/.....17,64 KLAX 0,00 ..../..../..../10.23 110,9 /.....16,23[FF]WAYPOINTS AND WINDS : ENROUTEICAO FREQ LATITUDE LONGITUDE MAG WD

[Guest Loiosh]

"The PMDG 744 PAX has THREE ENGINE MODELS but ONLY ONE engine FDE - it is the GE engines only which are used for the flight model but the EXTERIOR models have all three variants RR, PW and GE. So the performance of the aircraft (PAX only, not the cargo version) is GE performances."http://forums.avsim.net/dcboard.php?az=sho...ing_type=searchThat's what I based my information off.

[Chaos81 110]

From the 400F update page."26) Added Rolls Royce EPR and N3 curves and associated thrust model.""28) Added PW EPR curve and associated thrust model"

[Guest benhoffman]

Air New Zealand's code is NZ/ANZ not NZA ie NZ on the schedules but ANZ on all the paperwork except Mt Cook which is NZM and Eagle which is EAG, they are express subsidiaries.I may very well be on NZ1 this November, in the jumpseat no less (I hope) ... ah FAA Dispatcher License, is there anything you cant do? :)

[phil747fan 14]

jumpseat as a faa dispatcher in a no usa reg aircraft ??!!!come on Ben this license wont help you even trougout canada so i guess for anz aircraft ???!!!philsoon to be a federal canadian dispatcher

[Jim Harnes 13]

Ahhh.. If you install the F the Pax version is updated with the other engines :-) .Jim Harnes