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Is it true Emirates doesn't have the altitude alert sound?

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I am using the certified config for Emirates. I just want to double check, their fleet does not use the altitude alert sound? It seems weird why an airline would choose that option. If you have inside info please let me know if that is correct. Thank you - David Lee

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It' s a while since I stopped flying for them, but when I did, they did use the altitude alert. They used a pretty standard config and ECL.

 

I am not familiar with the config files you mentioned. I normally just fly the T7 as it is, maybe change the units to kgs for my liking.

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I am using the certified config for Emirates. I just want to double check, their fleet does not use the altitude alert sound? It seems weird why an airline would choose that option. If you have inside info please let me know if that is correct. Thank you - David Lee

 

I can't speak for Emirates but some airlines have non-standard configurations with regards to altitude alert. For example the IXEG 737 altitude alert does not sound if the autopilot is on, and that's confirmed by the devs as the correct (Lufthansa IIRC) configuration.

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It' s a while since I stopped flying for them, but when I did, they did use the altitude alert. They used a pretty standard config and ECL.

 

I am not familiar with the config files you mentioned. I normally just fly the T7 as it is, maybe change the units to kgs for my liking.

Thanks! Does the 777 fleet all have heading, not track on the nd? And what are the altitude callouts? Everything from 2500-10 ? The official pmdg repaint has a real config but I'd like to hear if anything else is not right. Do you do flap 15 takeoff normally? Any other info I'd appreciate. I am obsessed with following by the book. - David Lee

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Yes they have heading up.

 

For the callouts I think it was everything, but let me check the manual.

 

Flaps 5 for normal takeoff, Flaps 20 for wet, short runway, or windshear possibility.

 

On shorthaul flights or light aircraft (up to 7 h) a huge thrust reduction on takeoff, e.g. assumed temperature 56 could be used (depending on performance calculation). Climb thrust 2 for the subsequent climb.

 

Climb reduction and acceleration at 1500' if non noise limited, otherwise 1500' clb thrust and 3000' acceleration.

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No problem, just ask if you like to know something specific. I hope I remember ;)

 

For takeoff I forgot to mention LNAV and VNAV are armed (during ground prep).

 

Cost Index: They used 70 when I started in 2007, which gives a decent cruise speed and descent speed. Unfortunately after the financial crisis they started to reduce to around 30, from what I hear. (I use the Simbrief value.)

 

Cruise level according semicircular rules and optimum flight level. Wait till optimum is 1000 above the current level (FMS VNAV page) then do the step climb. (Or use auto step climb)

 

Cruise speed as FMS calculated, depending on cost index. For NAT crossing they use M.83

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o problem, just ask if you like to know something specific. I hope I remember ;)

For takeoff I forgot to mention LNAV and VNAV are armed (during ground prep).

Cost Index: They used 70 when I started in 2007, which gives a decent cruise speed and descent speed. Unfortunately after the financial crisis they started to reduce to around 30, from what I hear. (I use the Simbrief value.)

Cruise level according semicircular rules and optimum flight level. Wait till optimum is 1000 above the current level (FMS VNAV page) then do the step climb. (Or use auto step climb)

Cruise speed as FMS calculated, depending on cost index. For NAT crossing they use M.83

 

Great info.  Thanks Perry

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No problem, just ask if you like to know something specific. I hope I remember ;)

 

For takeoff I forgot to mention LNAV and VNAV are armed (during ground prep).

 

Cost Index: They used 70 when I started in 2007, which gives a decent cruise speed and descent speed. Unfortunately after the financial crisis they started to reduce to around 30, from what I hear. (I use the Simbrief value.)

 

Cruise level according semicircular rules and optimum flight level. Wait till optimum is 1000 above the current level (FMS VNAV page) then do the step climb. (Or use auto step climb)

 

Cruise speed as FMS calculated, depending on cost index. For NAT crossing they use M.83

Thanks. When you have a chance to get the callouts that would be nice. According to some posts on the main fsx forum and pprune they started using 200 cost index, 30% cruise cg setting in the fmc, and no de-rate for climb thrust. - David Lee

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@Perry

 

Are you in a position to comment on what transpired on Rwy 12L at OMDB yesterday?

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They use all the callouts from 2500 to 10.

 

CI 200 is a good value for high speed cruise.

What type of descents are used? vnav? Or vertical speed? Level change? Are any speeds changed on climb or descent or are both done by the fmc based on the vnav and cost index? Any basic guidance for the usage of lights, such as runway lights on at transition altitude or when cleared to land? Runway turnoff on for taxi or only when entering runway? And when to turn off? The logo light only used at night or also in lower vis? Sorry for all the questions. As I said I really love to do things "by the book." I can't find any Justplanes type videos for Emirates and not much cockpit videos out there either. EK is my new favorite airline to fly with good liveatc coverage of DXB and a lot of fun airports the 77L and 77W serve covered by the flightsim scenery community. Too bad we are a year or more away from FTX OpenLC coverage of Africa/ME and Asia though. Thanks again! - David Lee

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@Perry

 

Are you in a position to comment on what transpired on Rwy 12L at OMDB yesterday?

Hi Rick, unfortunately not. I only know what's in the papers.

 

From what I understand they wanted to make a Go Around. Then the aircraft did not climb and they reversed the go around decision and crash landed?

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What type of descents are used? vnav? Or vertical speed? Level change? Are any speeds changed on climb or descent or are both done by the fmc based on the vnav and cost index

 

For the descent normally the FMC speed is used.

If you notice to be above profile you could open the speed window and use 310 (>10k) before using speed brakes.

On the otherhand if you get closer to the approach and maybe a bit below profile you can use vertical speed to correct.

 

It iwas EK policy to always use the highest level of automation, e.g LNAV/VNAV before using autopilot basic modes like track select and flightpath angle and only then flying without AP.

 

For the approach: Intercepting the ILS with Flaps 5 and speed accordingly gives you enough time to stabilize the aircraft, especially when coming in from a long flight (Unless you are far out).

Glideslope alive select gear down and flaps 20, arm speed brake and display the ECL.

Landing flaps 30 selected latest at 1500 AGL in order to be established at 1000' IMC or 500' AGL.

 

You could handfly the approach and follow the flight director, but mostly we switched off the AP around 1000' according their above mentioned policy.

 

After touch down idle reverse (if possible) and ABS braking.

 

Taxi in: Engines 3' idle, APU running, no narrow turns, acft weight permitting they shut down one engine (normally left)

 

Info about lights to follow ;)

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Great information, Perry and thanks to David for asking. It's fantastic to get real world airline parameters for our hobby. I'm going to try these on my next Emirates flights to/from Dubai.

 

On the recent incident at Dubai, I was interested in why Emirates would use a 777-300ER on such a short run from India (1800 miles). Wouldn't a 200 series or smaller jet be more efficient? It wasn't even a full flight only approx 280 passengers on board.  

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Emirates uses 777-300ER on flight between Doha and Dubai which are less than 1h. All depends on the number of passengers and number of slots available at the airports. In congested airports, it is sometimes easier to schedule less flights with bigger capacities.

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For the descent normally the FMC speed is used.

If you notice to be above profile you could open the speed window and use 310 (>10k) before using speed brakes.

On the otherhand if you get closer to the approach and maybe a bit below profile you can use vertical speed to correct.

 

It iwas EK policy to always use the highest level of automation, e.g LNAV/VNAV before using autopilot basic modes like track select and flightpath angle and only then flying without AP.

 

For the approach: Intercepting the ILS with Flaps 5 and speed accordingly gives you enough time to stabilize the aircraft, especially when coming in from a long flight (Unless you are far out).

Glideslope alive select gear down and flaps 20, arm speed brake and display the ECL.

Landing flaps 30 selected latest at 1500 AGL in order to be established at 1000' IMC or 500' AGL.

 

You could handfly the approach and follow the flight director, but mostly we switched off the AP around 1000' according their above mentioned policy.

 

After touch down idle reverse (if possible) and ABS braking.

 

Taxi in: Engines 3' idle, APU running, no narrow turns, acft weight permitting they shut down one engine (normally left)

 

Info about lights to follow ;)

Thanks also for this information. Last questions, in cruise what is the thrust setting, CLB or CRZ? I have listed in the PMDG EK ini setting as CLB. Is that correct? And approaching minimums is "plus hundred" not approaching minimums? What do you set for the mcp speed on takeoff and approach? is it v2 plus 5 or 10, 15? And on approach is it vref plus 5 or 10, etc? Thanks

 

I cannot find many videos of the 773, but youtube has a 772 EK landing, and the altitude callouts are not active for 400-200 and it does say "plus hundred" before minimums. - David Lee

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Incidentally -

 

 

 


I was interested in why Emirates would use a 777-300ER on such a short run from India (1800 miles). Wouldn't a 200 series or smaller jet be more efficient? It wasn't even a full flight only approx 280 passengers on board.  

 

I'm not sure it was an ER, was it? I have a feeling it was an older straight -300, which (combined with the high temperatures in DXB) may have contributed to poor GA performance (if, indeed, that is what happened).

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Incidentally -

 

 

 

 

I'm not sure it was an ER, was it? I have a feeling it was an older straight -300, which (combined with the high temperatures in DXB) may have contributed to poor GA performance (if, indeed, that is what happened).

It was a non ER 300 built in 2003 https://aviation-safety.net/database/record.php?id=20160803-0

 

High temperatures and a tailwind with wind shear could have caused it to hit the ground very hard and TOGA was pressed too late. Or some people say the gear was retracted too early. Possibly the aircraft was climbing and hit another burst of wind and landed again on the ground. Only the final reports will say. - David Lee

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Thanks also for this information. Last questions, in cruise what is the thrust setting, CLB or CRZ? I have listed in the PMDG EK ini setting as CLB. Is that correct? And approaching minimums is "plus hundred" not approaching minimums? What do you set for the mcp speed on takeoff and approach? is it v2 plus 5 or 10, 15? And on approach is it vref plus 5 or 10, etc? Thanks
 
I cannot find many videos of the 773, but youtube has a 772 EK landing, and the altitude callouts are not active for 400-200 and it does say "plus hundred" before minimums. - David Lee

 

CLB as far as I remember.

Callouts 2500, 1000, 500, approaching minimum, minimum (e.g. set to 200), 100, 50, 40, 30, 20, 10.

MCP set V2. Vref plus 5 for landing

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CLB as far as I remember.

Callouts 2500, 1000, 500, approaching minimum, minimum (e.g. set to 200), 100, 50, 40, 30, 20, 10.

MCP set V2. Vref plus 5 for landing

Thank you. If you can sometime to briefly describe the use of all the lights I'd be grateful! I appreciate your help, just landed in Manila in the sim after a nice flight from Dubai. This weekend I am going to use your tips for my next flight, not sure where I will go. Maybe Lagos I like that flight or Nice. Flying in a sim is much fun compared to real life having to bid for routes and adjust your body clock! what were your favorite 77L or 77W routes?  - David Lee

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Great information, Perry and thanks to David for asking. It's fantastic to get real world airline parameters for our hobby. I'm going to try these on my next Emirates flights to/from Dubai.

 

Thanks man, anytime...I am just a bit energy limited due to my health condition and it may take a while to get back :wink:

Manila in the sim after a nice flight from Dubai. This weekend I am going to use your tips for my next flight, not sure where I will go. Maybe Lagos

 

I also liked to fly to those destinations and often bid for them.

 

 

Emirates uses pretty much Boeing procedures. You can find a lot of information on how to operate the 777 in the PMDG FCOM 1 under Normal Procedures: Amplified Procedures. :smile:

 

Lights:

Nav is always on, even during the day.

Logo only at night.

Beacon before push and engine start.

For taxi: Taxi and turnoffs on.( When stopping intermittently set taxi to off.)

Lineup: LDG lights and strobe on (Some technique is to switch the LDG lights only to on when takeoff clearence received)

10K: LDG lights, taxi light and turnoffs to off. When passing 10k in descent set those to on again.

After vacating the runway set LDG lights and strobe to OFF.

Before turning into a stand set taxi and turnoffs to off.

Shut down engines, beacon off.

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Thanks, man, anytime...I am just a bit energy limited due to my health condition and it may take a while to get back :wink:

 

 

I also liked to fly to those destinations and often bid for them.

 

 

Emirates uses pretty much Boeing procedures. You can find a lot of information on how to operate the 777 in the PMDG FCOM 1 under Normal Procedures: Amplified Procedures.  :smile:

 

Lights: 

Nav is always on, even during the day.

Logo only at night.

Beacon before push and engine start.

For taxi: Taxi and turnoffs on.( When stopping intermittently set taxi to off.)

Lineup: LDG lights and strobe on (Some technique is to switch the LDG lights only to on when takeoff clearence received)

10K: LDG lights, taxi light and turnoffs to off. When passing 10k in descent set those to on again.

After vacating the runway set LDG lights and strobe to OFF.

Before turning into a stand set taxi and turnoffs to off.

Shut down engines, beacon off.

 

Did you use a wing light often at night, or only for ice? And the logo light does out at 10k too? Or keep that on until passing transition level? Are there any other flights you enjoyed for suggestions in the coming month for me to fly? A couple days ago I did omdb-fsia-omdb that is a fun flight doing round trip. Beautiful scenery from fsdg for Seychelles. Coming in at day break must be a beautiful scene in real life, in fsx it looked great.

 

The approach to Manila got interesting, they have a strange layout for stars, mostly just vectors. I tried following the real atc from the liveatc feed I followed the ek332 flight in real time in my sim.

 

sorry to hear about your health, get well soon! - David Lee

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I am using the certified config for Emirates. I just want to double check, their fleet does not use the altitude alert sound? It seems weird why an airline would choose that option. If you have inside info please let me know if that is correct. Thank you - David Lee

Any aircraft that is certified to fly in RVSM airspace is specifically required to have an aural altitude alert system. Depending on the manufacturer, the alert may not necessarily be a chime or buzzer though - some systems have a synthesized voice (usually female) that says the word "altitude".

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It was a non ER 300 built in 2003 https://aviation-saf...p?id=20160803-0

 

I acknowledge that it seems now to have been a straight 300. I was quoting from information on Flightaware and an early BBC new item that says EK521 was a 777-300ER.

 

Thanks for clearing this up and very useful link provided.

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