7 hours ago, trisho0 said:

I was referring to PFD 30 knots and while I am watching the "Around The World: The Land Down Under" tutorial I realized I was with big error. It's supposed to be 23 - 28 knots by looking at EICAS the middle area N1 and not via PFD. Sorry my Captain. I noticed also you enter the HDG prior to takeoff. I enter the heading when FMC gives me that info.

A couple things wrong with your post. If you're looking at the airspeed indicator, the lowest reading you're going to get is 30 knots since it doesn't go any lower than that. You want to be looking at the GROUND speed when you're taxiing, which is below the airspeed tape. The second thing is knots is a unit of speed. The EICAS will NOT give you any information in knots. N1 is a percentage, so that would actually be 23-28% N1, NOT 23-28 knots.

8 hours ago, trisho0 said:

I appreciate so much! your help is very valuable I can learn fast. My captain Kevin I am going watch the next tutorial. Ah! please don't forget your Coffee while flying.

For one, I hate coffee....and I'm not really sure why you're calling them tutorials. I was just flying a regular flight, I don't really explain how to do things in the video.

14 hours ago, Captain Kevin said:

A couple things wrong with your post. If you're looking at the airspeed indicator, the lowest reading you're going to get is 30 knots since it doesn't go any lower than that. You want to be looking at the GROUND speed when you're taxiing, which is below the airspeed tape. The second thing is knots is a unit of speed. The EICAS will NOT give you any information in knots. N1 is a percentage, so that would actually be 23-28% N1, NOT 23-28 knots.

Oops! that's new for me. So the airspeed indicator is from PFD and yes, I saw the minimum there is 30 knots..... interesting. I will fly again to look at the Ground speed for taxiing so I can go to the Gate. Learned about EICAS readings. Tomorrow I might be confused when driving my car to look at the Odometer thinking is temperature reading (lol). I am learning my Captain Kevin. Sooooo many thanks.

14 hours ago, Captain Kevin said:

For one, I hate coffee....and I'm not really sure why you're calling them tutorials. I was just flying a regular flight, I don't really explain how to do things in the video.

OK, drink Chilean red wine then. Regarding on "tutorials" personally I feel your videos teaching me perfectly with the addition of your explanations that is more than tutorial. I think anyone will learn with just watching your video flights. Example, I didn't find from other tutorial telling me the EICAS N1 indicates in percentage and not in Knots.......see now? From PFD the lowest speed showing is 30 knots....... From your videos I also learned the PFD pink line should be almost lined with horizon line to prevent stalls. So, the more a watch your videos the more I learn. Am I wrong now? Now, I go for a glass of water while you drink a good wine. 

16 minutes ago, trisho0 said:

OK, drink Chilean red wine then.

I don't drink wine, either. Given my job, drinking at any point is a no-no.

16 minutes ago, trisho0 said:

Regarding on "tutorials" personally I feel your videos teaching me perfectly with the addition of your explanations that is more than tutorial. I think anyone will learn with just watching your video flights.

Actually, if I hadn't explained anything in this forum, just watching the videos alone wouldn't tell you anything, which is why I'm not sure why you called my videos a tutorial. You wouldn't even know where to look if I didn't explain it here, and the videos were around long before I posted here.

16 minutes ago, trisho0 said:

From your videos I also learned the PFD pink line should be almost lined with horizon line to prevent stalls.

And you've just proven my point. This is completely incorrect. The magenta lines that you're looking at, both horizontal and vertical, are the flight director. When you're on the ground and you first turn them on, you'll see the horizontal line is at roughly 8 degrees, which is your rotation angle for take-off. After that, those lines move based on what you've selected on the mode control panel. In this case, it's normally LNAV and VNAV, but it could also be heading select, flight level change, and vertical speed. If you engage the autopilot just after take-off, you will see that the plane will follow the path that the flight director is indicating. If you're hand-flying like I do, you'd try to follow the flight director. It has nothing to do with preventing stalls. Like I said, from just watching the video alone with no explanation, it seems you don't really know what it is you're looking at, which is why I wasn't sure why you think the videos are tutorials. In this case, you've jumped to an incorrect conclusion, and only from me explaining what the flight director does just now do you understand what it's supposed to do.

In the landing portion of the above video, I had the ILS armed, as you can see by looking at the FMA (do you know what this is? Can you tell just by looking at the video. I have not explained what this is to prove my point). The flight director is just having me follow the localizer and the glideslope, so the horizontal line of the flight director will adjust accordingly. The pitch limit indicator is what you need to be looking at to make sure you don't stall. On my plane, it does appear, but this is an airline option to include it or not.

A few small points:

32 minutes ago, Captain Kevin said:

you'll see the horizontal line is at roughly 8 degrees, which is your rotation angle for take-off.

Strictly speaking, the FD does not provide pitch guidance or a pitch target for takeoff. Rotation is performed on the basis of maintaining a steady pitch rate of 2.5 degrees per second towards 15 degrees. Only once airborne should you transition to following the FDs.

32 minutes ago, Captain Kevin said:

The pitch limit indicator is what you need to be looking at to make sure you don't stall.

The pitch limit indicator does indeed show the stick-shaker pitch when the flaps are not up. However, it is vitally important to understand (as I am sure you do) that the aerodynamic stall is an angle of attack problem, not a pitch problem. 

@trisho0 - you are doing well by choosing to ask some questions here.  However, I would really recommend you spend a little time not just in the 747 but start at the beginning and read up on the basic principles of flight as this will make all the features on the 747 make a lot more sense.

1 hour ago, Captain Kevin said:

Actually, if I hadn't explained anything in this forum, just watching the videos alone wouldn't tell you anything, which is why I'm not sure why you called my videos a tutorial. You wouldn't even know where to look if I didn't explain it here, and the videos were around long before I posted here.

And you've just proven my point. This is completely incorrect. The magenta lines that you're looking at, both horizontal and vertical, are the flight director. When you're on the ground and you first turn them on, you'll see the horizontal line is at roughly 8 degrees, which is your rotation angle for take-off. After that, those lines move based on what you've selected on the mode control panel. In this case, it's normally LNAV and VNAV, but it could also be heading select, flight level change, and vertical speed. If you engage the autopilot just after take-off, you will see that the plane will follow the path that the flight director is indicating. If you're hand-flying like I do, you'd try to follow the flight director. It has nothing to do with preventing stalls. Like I said, from just watching the video alone with no explanation, it seems you don't really know what it is you're looking at, which is why I wasn't sure why you think the videos are tutorials. In this case, you've jumped to an incorrect conclusion, and only from me explaining what the flight director does just now do you understand what it's supposed to do.

In the landing portion of the above video, I had the ILS armed, as you can see by looking at the FMA (do you know what this is? Can you tell just by looking at the video. I have not explained what this is to prove my point). The flight director is just having me follow the localizer and the glideslope, so the horizontal line of the flight director will adjust accordingly. The pitch limit indicator is what you need to be looking at to make sure you don't stall. On my plane, it does appear, but this is an airline option to include it or not.

I understand better the flight procedures when you explain me, indeed. So, I would say the combo video-explanation makes for me like a tutorial.

About the magenta horizontal and vertical lines I want to clarify. From the PFD I can see 2 separate horizontal "double" lines not magenta. While in takeoff such "double" lines go up and is when I keep aligned the magenta horizontal line with that "double" line. I experienced if not aligned or closely the plane stalls. So, now I learned how to follow FD.

I think you are right, the video only will not help 100% but it helped me some how.

In the landing portion from video I think you selected ILS via FMC (Dep/Arr) as I do and entered the frequency provided from the FMC NAV page onto HDG window.

I appreciate your help on this.

1 hour ago, skelsey said:

 

@trisho0 - you are doing well by choosing to ask some questions here.  However, I would really recommend you spend a little time not just in the 747 but start at the beginning and read up on the basic principles of flight as this will make all the features on the 747 make a lot more sense.

Good idea to read basics and thanks for your recommendation. But it is more comfortable that an experienced Pilot like Captain Kevin explains you as in a classroom if he wants. Should I start a new topic named "A Couple Of Questions / Classroom"?

1 hour ago, trisho0 said:

About the magenta horizontal and vertical lines I want to clarify. From the PFD I can see 2 separate horizontal "double" lines not magenta. While in takeoff such "double" lines go up and is when I keep aligned the magenta horizontal line with that "double" line. I experienced if not aligned or closely the plane stalls. So, now I learned how to follow FD.

Okay....now you're going to have to clarify what it is you're trying to tell me because I don't even know what double lines you're talking about here.

1 hour ago, trisho0 said:

In the landing portion from video I think you selected ILS via FMC (Dep/Arr) as I do and entered the frequency provided from the FMC NAV page onto HDG window.

WEL....yes, I selected the ILS approach from the FMC, but you don't enter the frequency into the heading window. That just makes no sense whatsoever. The heading window is just providing you with the direction you want the plane to fly in and has nothing to do with the frequency. Actually, on the Boeing 747-400, you don't even need to enter the ILS frequency at all. It does it on its own. Heading and frequency are two completely different things. That said, that wasn't what I asked. I told you I had the ILS armed, and you can tell just by looking at the FMA since the FMA tells me what flight mode I'm in. I asked if you could tell me what the FMA is just from looking at the video.

12 hours ago, Captain Kevin said:

Okay....now you're going to have to clarify what it is you're trying to tell me because I don't even know what double lines you're talking about here.

OK, about those "double" lines looking like "L" at different position. Those "L" I keep aligned with the magenta horizontal line. If not get it you on it yet please let me know so I can give you a link of a screenshot.

12 hours ago, Captain Kevin said:

WEL....yes, I selected the ILS approach from the FMC, but you don't enter the frequency into the heading window. That just makes no sense whatsoever. The heading window is just providing you with the direction you want the plane to fly in and has nothing to do with the frequency. Actually, on the Boeing 747-400, you don't even need to enter the ILS frequency at all. It does it on its own. Heading and frequency are two completely different things. That said, that wasn't what I asked. I told you I had the ILS armed, and you can tell just by looking at the FMA since the FMA tells me what flight mode I'm in. I asked if you could tell me what the FMA is just from looking at the video.

I realized I should say Course and not Frequency. I enter the course onto HDG window to let the Bird going to the selected ILS runway. I know the frequency and course is entered on Level-D pedestal and the course on the HDG window. Sorry my mistake.

My Captain Kevin, really I have no idea about FMA but I do understand your flight by looking the instruments. But I guess you are talking about MCP and yes I can tell you are flying manually and not with Autopilot because no CMD showing on the PFD but FD.

3 hours ago, trisho0 said:

OK, about those "double" lines looking like "L" at different position. Those "L" I keep aligned with the magenta horizontal line. If not get it you on it yet please let me know so I can give you a link of a screenshot.

Looking at the FCOM, it looks like what you have just described is the....get ready for this....airplane symbol. Yes, that is, in fact, what they called it.

2 hours ago, trisho0 said:

I have no idea about FMA but I do understand your flight by looking the instruments. But I guess you are talking about MCP and yes I can tell you are flying manually and not with Autopilot because no CMD showing on the PFD but FD.

You really need to read the intro manual and fly the tutorial flight, so you can understand what it is you're looking at, but the FMA is actually right above where it says FD, you see three columns. The left column tells you what auto-throttle mode you have active. In the landing portion of the video, I turned the auto-throttle off, so this is inactive. The middle column tells you what roll mode you have active and armed. In the landing portion of the video, it tells me I'm on the localizer mode, so the flight director would be following the localizer. The right column tells you what pitch mode you have active and armed. In the landing portion of the video, it tells me I'm on the glideslope mode, so the flight director would be following the glideslope.

If you go back to take-off, you'll see that once I started the take-off, I had thrust reference active for the auto-throttle and TO/GA active for both roll and pitch with LNAV and VNAV armed for roll and pitch respectively. This goes back to the point that without me explaining the systems and how they work, the video won't tell you what to look for.

3 hours ago, Captain Kevin said:

You really need to read the intro manual and fly the tutorial flight, so you can understand what it is you're looking at, .........

You are right. Definitely I have to go back to the manual and tutorials. I appreciate so much your help and directions.

Before start tutorial I need to setup the PMDG Load Manager. I think to start with PMDG 747-700 Tutorial Heathrow to Los Angeles from Craig Read can be a good one. The Load Manager allows me only to adjust Fuel weight. How to enter Pax Wt, Cargo Wt and Zero Fuel Wt?

2 hours ago, trisho0 said:

Before start tutorial I need to setup the PMDG Load Manager. I think to start with PMDG 747-700 Tutorial Heathrow to Los Angeles from Craig Read can be a good one. The Load Manager allows me only to adjust Fuel weight. How to enter Pax Wt, Cargo Wt and Zero Fuel Wt?

Are you flying the V2 or the V3. You posted in the V3 forum, so I assumed you were talking about the V3, which all of this can be done in the FMC. I can't help you with this on the V2 since I don't actually have the V2. I only have the V1 and the V3.

13 hours ago, Captain Kevin said:

Are you flying the V2 or the V3. You posted in the V3 forum, so I assumed you were talking about the V3, which all of this can be done in the FMC. I can't help you with this on the V2 since I don't actually have the V2. I only have the V1 and the V3.

I want to learn procedures in fs9 with the PMDG 747 to start. I have both sim in the PC. I will try on the V3 tonight. Thanks for help me on this.