Slick9

Expert 777 pilot help needed @ SKCL (Cali, Columbia)

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On 5/14/2018 at 7:38 AM, Slick9 said:

Went back and flew my KMIA - SKCL route this weekend, and using Bluestar's blue print, I was able to nail the landing on 02.  The biggest adjustment I made was to ensure that I was close to Vref/146kts (i was @ 165kts), with gear down, by the time i arrived @ the final approach fix.  I had intended to be @ flaps 30 also but FS2crew must not have heard my command, so I was @ flaps 15 as I crossed the final fix KOGLO.  Once I started the descent I was only descending @ around 600 FPM so I took a quick peak @ my flaps and realized my flaps 30 command had not been carried out.  So i didn't get to flaps 30 till I was around 4000 feet. Once in full landing config she slowed to Vref + 5 very quickly.  At this point I was at 3 white 1 red on the PAPI and it was just a matter of applying a little rudder to counter the slight crosswind.  From there on the landing was uneventful.  

So even though the parameters are pretty tight given the relatively low altitude of the final fix, there is a small margin for corrections to the approach. 

A couple of final questions that i have, is that on this approach and quite a few others I don't get a distance to the runway readout on the PFD.  Does that readout only showup on ILS approaches?  Also what PFD display would you fly an RNAV approach with?  I used the MAP display, should I have switched to the Approach display? (maybe that's why I didn't get the DME display.

Anyway, thanks Bluestar for the tips!!  If you do put an RNAV tutorial together, I would be very interested.

 

Richard Bansa

A DME distance appears on ILS approaches that have a DME. I once was having trouble landing at high elevations until as you are doing, come in slow and dirty (flaps, gear). SEQM is available in the library here that is my favorite high altitude airport. Looking at the ILS 02 approach, the DME readout is for a VOR, CLO. Enter CLO in the nav page of the fmc, and course 015. the ndb PL can be tuned if your 777 has the ndb option enabled. A helpful addition is a range ring, created by grabbing the runway line in the legs page, and putting that in the fix page with a /10 mile range to make sure you are configured for landing inside that circle. I got used to flying heavies by putting in lower speeds in the fmc to keep the aircraft on profile. if my last fix before vectors to final, I will put manually a slow speed such as 205/ or 180/ on the legs fmc page this can also let me know if I am so above profile coming in at higher speeds.

 

Rnav approach, I keep the navigation display on nav, and watch the vnav path line on the lower right of the ND to keep myself on profile.

 

For a very good challenge if you are feeling confident, UAE9918 or UAE9914 SBKP-SEQM you come in with a zfw of ~160.0 very light and have to bring her down to the high elevation new Quito airport.- David Lee

Edited by Boeing or not going

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boeing or not going - i like this challenge, i have my charts and I'll be trying it this weekend.  should be interesting.  Both RNAVs, 18 & 36 look challenging, but 36 looks a bit scarier.  So I'll have both programmed in the FMC and we'll see what the weather presents.

 

Richard Bansa

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On ‎5‎/‎9‎/‎2018 at 2:49 PM, skelsey said:

Whilst I'm sure that you are correct in that carbon brake wear is likely to be much more complex than just number of applications, this seems to be the general 'pilot friendly' advice from both Boeing and Airbus.

Simon,

I finally got to talk to my B777 buddy about the Auto Brakes (AB).  He told me that he normally uses AB 3, because it is a good compromise of  passenger comfort deceleration, brake usage and runway usage.  A couple of things he said about AB 1, they do not come on until coming out of reverse.  Instead of AB 1 he would most likely use manual braking.  He also indicated that the use of AB was not mandatory, but he always uses them.  My buddy has flown all the Boeing and says the B777 is the best. 🙂

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Boeing or Not Going,

I took up your challenge this weekend and flew from Cali (SKCL) to  Quito (SEQM).  The winds were from the north, so I flew the RNAV X approach for RWY 36.  Having learned my lesson from SKCL, I made sure to be fully cofigured and at Vref +5 by the time I started turning base.  I was flying manually and everything was going perfectly till I lined up on final.  I couldn't see the runway because of the clouds, so i settled in and started down the glide slope, no problem, I got this.   Finally at 1000 ft agl i caught a glimpse of the runway, about 2 seconds later when I was about to call runway in sight, the clouds moved right into the way and blocked the runway again.  i stayed on the glide slope till i hit the minimums at 8540 feet, at that point I still couldn't see the runway, so i aborted and flew the missed approach.  For the 2nd attempt, I decided that I'd rather fly an ILS approach since i would need a lower minimums.  I flew the RWY 36 ILS and at 300 feet, just 100 feet above the minimums i spotted the runway.  It felt really good to hand fly the ILS and popup out of the clouds positioned right where i was supposed to be for the landing.  

After a 40 minute stopover I took off for KATL.  I was kind of surprised by the calculation of the weight limit and the takeoff thrust.  I used TopCat and I think I was limited to a ZFW of about 440,000lbs plus 90,000 lbs of fuel for a PTOW of 530,000lbs (my numbers could be slightly off), what surprised me was that when TopCat suggested takeoff Flaps of 15, and derate of T02.  If there was that much extra power available, as in no derate, or a derate of T01, why not let me use a higher PTOW since I have extra power in hand.   I think I just answered my own question as i think about this, the weight limit is calculated with the possibility of an engine failure in mind.  Anyway can't wait till we have the ability to use the in-cockpit flight calculator w/ the 777.

 

Richard Bansa

 

 

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