Hello guys!I'm new to this aircraft, but I progress every day. I can just come up with two questions at the moment:What does SK-R runway condition mean? We have dry, wet and that one.What is RW SLOPE / HDG? And SEL/OAT under N1 limit I'd say.Reserves values?Thank you in advance!

Edited January 21, 201214 yr by Ugander

SK-R stands for a Wet runway that is Skid Resistant. IIRC, that runway has an specific friction coeficient, and the usage of that mode depends on specific conditions/company SOP.RW Slope stands for Runway Slope. Unlike our FS airports, RW runways aren't perfectly flat, they have slope gradients, and that's what you'll insert there. That info can be found in the airport charts. HDG is the magnetic runway heading.SEL is used for Flexible departures, when we select a temp value, usually higher than the actual OAT, so the engines won't deliver it's flat rated thrust for that specific altitude/oat.All these factors comes into account when the FMC calculates our V Speeds.Best regards.

SK-R stands for a Wet runway that is Skid Resistant. IIRC,

If I Recall/Remember Correctly?

that runway has an specific friction coeficient, and the usage of that mode depends on specific conditions/company SOP.

It sounds like something I won't be using too often, thank you :).

RW Slope stands for Runway Slope. Unlike our FS airports, RW

Real World, right?

runways aren't perfectly flat, they have slope gradients, and that's what you'll insert there. That info can be found in the airport charts. HDG is the magnetic runway heading.

Might take a proper look at that later on, thank you :).

SEL

Select right? I think that's what they said somewhere in the loads of PDF documents.

is used for Flexible departures, when we select a temp value, usually higher than the actual OAT,

Outside Air Temperature, right? Just want to make sure that we're on the same page ;).

so the engines won't deliver it's flat rated thrust for that specific altitude/oat.

Altitude or OAT? Hurm... Well I think I did something similar with the vasFMC Airbus A321.

All these factors comes into account when the FMC calculates our V Speeds.

Really? Because the V-Speeds were already set, even though I hadn't touched these settings. I'm pretty sure I hadn't... no, I probably hadn't, so that's quite weird...

Best regards.

Cheers!EDIT: I saw that the FMC/FMS wants to know the cruise wind HDG, and its speed I think. My question for you is as follow: How the hell could I know this at the gate? =).The course knob, I figured it should be set before T/O as the RWY HDG. And before landing, sometime during the approach I suppose, as the RWY HDG once again, for the landing RWY though. Otherwise it might get a little bit tricky ;). Am I right about this?How do I turn the TCAS on?Thank you in advance!

Edited January 22, 201214 yr by Ugander

Jefferson, on 21 January 2012 - 05:10 PM, said:All these factors comes into account when the FMC calculates our V Speeds.Really? Because the V-Speeds were already set, even though I hadn't touched these settings. I'm pretty sure I hadn't... no, I probably hadn't, so that's quite weird...

If you enter in the factors on page 2, it will delete your v-speeds that you already selected, as it recalculates them when you provide the additional information on page 2 . You will have to verify the new speeds my line selecting them again back on page 1.DAN BURKE

If you enter in the factors on page 2, it will delete your v-speeds that you already selected, as it recalculates them when you provide the additional information on page 2 . You will have to verify the new speeds my line selecting them again back on page 1.DAN BURKE

That is correct, yes. I think I've read somewhere that you preferably was, or had, to configure page two first. If that's the case, wouldn't it be a lot easier to just remap them? I mean that page one and two should switch places. I don't think this is a PMDG thing however. I'd actually say it's something that's existing in the real world of aviation.Moving on, do you know anything about my other questions?EDIT: I saw that the FMC/FMS wants to know the cruise wind HDG, and its speed I think. My question for you is as follow: How the hell could I know this at the gate? =).The course knob, I figured it should be set before T/O as the RWY HDG. And before landing, sometime during the approach I suppose, as the RWY HDG once again, for the landing RWY though. Otherwise it might get a little bit tricky ;). Am I right about this?How do I turn the TCAS on?What is AFT?Contingency Fuel (COF)?Thank you in advance!

Edited January 22, 201214 yr by Ugander

If you enter in the factors on page 2, it will delete your v-speeds that you already selected, as it recalculates them when you provide the additional information on page 2 . You will have to verify the new speeds my line selecting them again back on page 1.DAN BURKE

That is correct, yes. I think I've read somewhere that you preferably was, or had, to configure page two first. If that's the case, wouldn't it be a lot easier to just remap them? I mean that page one and two should switch places. I don't think this is a PMDG thing however. I'd actually say it's something that's existing in the real world of aviation.Moving on, do you know anything about my other questions?EDIT: I saw that the FMC/FMS wants to know the cruise wind HDG, and its speed I think. My question for you is as follow: How the hell could I know this at the gate? =).The course knob, I figured it should be set before T/O as the RWY HDG. And before landing, sometime during the approach I suppose, as the RWY HDG once again, for the landing RWY though. Otherwise it might get a little bit tricky ;). Am I right about this?How do I turn the TCAS on?What is AFT?Contingency Fuel (COF)?Reserves?PLAN/FUEL on the PERF INIT page 1?TAKEOFF REF Cutback on/off. What does this do?Thank you in advance!--Couldn't edit so I made a new post.

Edited January 22, 201214 yr by Ugander

Wow! Lots of questions! These can probably be answered by doing some reading, or watching some videos on youtube, but I'll be kind and do my best!1. TCAS - the TCAS switch is located below the throttles on the center panel. Its just to the right of the squak freq. box. The TCAS has 3 modes...and you move the switch to the right depending on the mode you wish to select.2. AFT is a nautical term used to reference the back of ship (or in this case the plane). Directions being Forward (Front) Aft (back) Starboard (right) Port (left)3. I actually don't recall seeing COF anywhere...and I am not at my simulator so I don't know what to look at to tell you...4. Reserves are the reserve fuel tanks. You'll want to plan to hold extra fuel on board that isn't required for the actual trip but that is used for holding pattern before landing, Go arounds, or diversion to an alternate landing airport. Most reserves call for 45 minutes of extra flight time or to reach an alternate airport within 200 miles. I usually plan 4,000 lbs here by entering 4.0 in the Line Select....I feel comfortable with this. Once you program your route, if you get an insufficient fuel message its because your tanks read either 0 at your destination or 3.9 Below (in my case cause I entered 4.0 in my reserves) so I need to add more fuel to keep 4.0 in my reserves and still achieve my base route.5. Skipping cause I'm not sure - never used that6. Cutback - Cutback is used as a way to cut the engines to a low climb N1. This would be used in a noise abatement procedure. If you select this it will allow to select the cutback altitude (800 ft is pre selected but it can be changed) and normal thrust will resume at 3,000 ft. MSL.Dan Burke

Dan Burke

Thank you for taking your time! But I now know how to use the PDFs properly, so I'll hopefully be able to help myself from now on. Thank you again though, I highly appreciate you taking your time :)

Edited January 23, 201214 yr by Ugander

WOW - just reading this forum and the other sub-forums is sertainly worth while!Thank you very much for all the good explanationsRegardsCarl Michael

If I Recall/Remember Correctly? It sounds like something I won't be using too often, thank you :). Real World, right? Might take a proper look at that later on, thank you :). Select right? I think that's what they said somewhere in the loads of PDF documents. Outside Air Temperature, right? Just want to make sure that we're on the same page ;). Altitude or OAT? Hurm... Well I think I did something similar with the vasFMC Airbus A321. Really? Because the V-Speeds were already set, even though I hadn't touched these settings. I'm pretty sure I hadn't... no, I probably hadn't, so that's quite weird... Cheers!EDIT: I saw that the FMC/FMS wants to know the cruise wind HDG, and its speed I think. My question for you is as follow: How the hell could I know this at the gate? =).The course knob, I figured it should be set before T/O as the RWY HDG. And before landing, sometime during the approach I suppose, as the RWY HDG once again, for the landing RWY though. Otherwise it might get a little bit tricky ;). Am I right about this?How do I turn the TCAS on?Thank you in advance!

To answer a couple of these questions that haven't been answered yet:IIRC = If I Recall CorrectlyRW = Real WorldOAT = Outside Air Temperature (as you had guessed)Altitude or OAT: Engine thrust depends on the combination of the two.How to know cruise wind and heading. In real life, you ask your local friendly meteorologist (or get some other form of weather forecast). I believe there are some websites out there that can tell you the wind aloft. If you use an add-on program to generate your weather that might tell you as well (Activesky certainly does). This information is not 100% necessary but the ETA (Estimated Time of Arrival) and fuel burn calculated by the FMC will probalby be off if you don't put it in.Course knob: Are you familiar with VOR navigation? If so this knob has the same function as the OBS knob in the Cessna: it allows you to select which radial you want to track. Setting it to runway heading during takeoff will do absolutely nothing. For landing, if you are using an ILS (Instrument Landing System approach) you need to set the course to the correct heading for the localiser.

To answer a couple of these questions that haven't been answered yet:IIRC = If I Recall CorrectlyRW = Real WorldOAT = Outside Air Temperature (as you had guessed)Altitude or OAT: Engine thrust depends on the combination of the two.How to know cruise wind and heading. In real life, you ask your local friendly meteorologist (or get some other form of weather forecast). I believe there are some websites out there that can tell you the wind aloft. If you use an add-on program to generate your weather that might tell you as well (Activesky certainly does). This information is not 100% necessary but the ETA (Estimated Time of Arrival) and fuel burn calculated by the FMC will probalby be off if you don't put it in.Course knob: Are you familiar with VOR navigation? If so this knob has the same function as the OBS knob in the Cessna: it allows you to select which radial you want to track. Setting it to runway heading during takeoff will do absolutely nothing. For landing, if you are using an ILS (Instrument Landing System approach) you need to set the course to the correct heading for the localiser.

Thank you!I will set the course knob for landing :)