4 hours ago, trisho0 said:

I saw that and I guess due to almost no fuel left? I think the flight plan SCEL-LZIB exceeded the 747 range.

I flew again exactly same flight plan disregarding the exceeded 747 range. Here is what I got this time to approach.

 https://drive.google.com/file/d/1uTabWgrWHeGq6RbJI1hVLGgJhyyLHikK/view?usp=sharing

Patricio

3 hours ago, jon b said:

At 400ft agl  after take off you’ll see the flight mode annunciations change to thrust ref and VNAV spd .

This means the auto thrust is at its full reference setting and VNAV is controlling speed through pitch.

At the pre programmed acceleration altitude in the FMC Vnav will command a lower pitch through the flight directors to allow the aircraft to accelerate, the thrust stays where it is.

 

I appreciate this, thanks. I just flew again and this video show the Take-off and cruise the plan SCEL-LZIB. Any better now?

https://drive.google.com/file/d/10pUIBNLOx-PGOofGYd_ZSu24REzonzYp/view?usp=sharing

Patricio

It’s getting better 🙂

From what I can see from watching on my iPad so a small screen and can’t see that clearly but it looks to me like you’re starting to rotate at V1 ? You need to get to VR before starting to rotate.

Also on the 747 you need to wait until you get to the indicated flap minimum manoeuvre speed before retracting to that flap setting, it’s different to the 787. For example at flaps 5 keep flap 5 until the speed is above the flap 1 indication on the speed tape and only then select flap 1.

I’d suggest doing a few quick take offs and selecting the autopilot at 400 ft  with LNAV and VNAV selected and watching how it flies the climb out and what the flight director is doing.

Edited March 16, 20215 yr by jon b

53 minutes ago, jon b said:

It’s getting better 🙂

From what I can see from watching on my iPad so a small screen and can’t see that clearly but it looks to me like you’re starting to rotate at V1 ? You need to get to VR before starting to rotate.

Also on the 747 you need to wait until you get to the indicated flap minimum manoeuvre speed before retracting to that flap setting, it’s different to the 787. For example at flaps 5 keep flap 5 until the speed is above the flap 1 indication on the speed tape and only then select flap 1.

I’d suggest doing a few quick take offs and selecting the autopilot at 400 ft  with LNAV and VNAV selected and watching how it flies the climb out and what the flight director is doing.

It’s refreshing to see some posts we can actually learn from, rather than the rather-too-common complaint threads that make up most of the content around here of late.

Thanks, Jon!

5 hours ago, jon b said:

It’s getting better 🙂

From what I can see from watching on my iPad so a small screen and can’t see that clearly but it looks to me like you’re starting to rotate at V1 ? You need to get to VR before starting to rotate.

Also on the 747 you need to wait until you get to the indicated flap minimum manoeuvre speed before retracting to that flap setting, it’s different to the 787. For example at flaps 5 keep flap 5 until the speed is above the flap 1 indication on the speed tape and only then select flap 1.

I’d suggest doing a few quick take offs and selecting the autopilot at 400 ft  with LNAV and VNAV selected and watching how it flies the climb out and what the flight director is doing.

Excellent Teacher I appreciate so much! 

1) I will start rotate at VR instead at V1. (Time ago another Pilot told me to rotate at V1).

2) I will wait when speed 10 is on the middle of FD to retract flaps from 20 to 10. Is this correct?

3) I know to activate AP on time but if I do that the 747 will not have time to start crossing the Los Andes mountains demanding over than 17,000 feet AGL. So, I fly manually until the plane is at 15K to 17K Altitude ready and then I activate AP.

Patricio

Another question: I flew another flight plan with PMDG 747-400, SAWE-SAWH and from Approach to near landing runway the plane was behaving erratically with Airspeed Low message, stop and go. I don't think it came from winds. Maybe too much Fuel weight? I don't have Fuel Calculator if this was the source of the airspeed low message. What am I missing now?

https://drive.google.com/file/d/1tOXrTB7UtQSiC8GxiW0-L1fJ71yBtjBJ/view?usp=sharing

Patricio

Edited March 17, 20215 yr by trisho0
n/a

8 hours ago, trisho0 said:

Maybe too much Fuel weight?

Yes, you’re trying to land slightly  above the aircrafts maximum landing weight ....by about 102,tonnes😳😄

 

I admire your enthusiasm for the 747 but you’re taking on a massively complex aircraft which in the real world is only flown by pilots who have spent years building up experience on smaller aircraft, and are the worlds most elite commercial pilots, the very best of the best😂( Yes I’m only joking...slightly)

But in all seriousness the PMDG 747 like the real  one isn’t something you can just jump in and fly like a default aircraft without having done some serious study and built up experience. Perhaps a smaller simpler aircraft might be more suitable for your flights before moving up to the 747? Or a few weeks of studying the books. 
 

Good luck with it 🙂

22 hours ago, trisho0 said:

1) I will start rotate at VR instead at V1. (Time ago another Pilot told me to rotate at V1).

To clear that pilot's misconception up, V1 is the decision speed - before V1 if an engine dies you have enough runway left to stop. After V1, you must take off and handle the problem in the air because otherwise you will go off the end of the runway before you can stop. VR, as said, is the rotate speed. V2 is the speed where the plane will still climb if an engine fails.

Sometimes V1 and VR are the same -  it all depends on weather conditions, altitude, and runway length.

 

Sometimes VR even technically could come before V1 - like when you're flying a Twin Otter off of a 2 mile runway - but FAA regs require V1 to be set at or below VR for commercial carriers, and it's a good practice for non-commercial operations as well since once you're in the air you need a lot more runway in front of you to stop than if you're still on the ground.

 

 

 

 

Edited March 17, 20215 yr by eslader

7 hours ago, jon b said:

Yes, you’re trying to land slightly  above the aircrafts maximum landing weight ....by about 102,tonnes😳😄

 

I admire your enthusiasm for the 747 but you’re taking on a massively complex aircraft which in the real world is only flown by pilots who have spent years building up experience on smaller aircraft, and are the worlds most elite commercial pilots, the very best of the best😂( Yes I’m only joking...slightly)

But in all seriousness the PMDG 747 like the real  one isn’t something you can just jump in and fly like a default aircraft without having done some serious study and built up experience. Perhaps a smaller simpler aircraft might be more suitable for your flights before moving up to the 747? Or a few weeks of studying the books. 
 

Good luck with it 🙂

Good help here thanks. I was flying the PMDG 747 for years as enjoyment practicing and learning as well. Now I can understand even better. Before I was reluctant to find answers in forums but learned something from tutorials and manuals. I did some finds in forum in the past but not a success as today. Before, I was feeling OK flying the 747 take-off, cruise and landings with some issues on the way. Later, I decided to find answers and the reason I am in this thread. I think I learned more here than tutorials. Learned to take-off and climbing not like as before. Since the flight simulator is a game I will not replace the 747 with a Cessna (lol). But, I learned to fly A2A Connie one of my favorite plane. Believe or not, it is more easy for me to land with 747-400 than the L-049 Constellation.

I will give another try with SAWE-SAWH flight and with the half of Fuel instead of full to find out. I think it should be a way to compute distance/fuel tool.

Patricio

3 hours ago, eslader said:

To clear that pilot's misconception up, V1 is the decision speed - before V1 if an engine dies you have enough runway left to stop. After V1, you must take off and handle the problem in the air because otherwise you will go off the end of the runway before you can stop. VR, as said, is the rotate speed. V2 is the speed where the plane will still climb if an engine fails.

Sometimes V1 and VR are the same -  it all depends on weather conditions, altitude, and runway length.

Sometimes VR even technically could come before V1 - like when you're flying a Twin Otter off of a 2 mile runway - but FAA regs require V1 to be set at or below VR for commercial carriers, and it's a good practice for non-commercial operations as well since once you're in the air you need a lot more runway in front of you to stop than if you're still on the ground.

I knew after V1 I must to keep flying. If an engine dies I do a Circle GA. But, if the runway is not long enough to Take-Off then I used to start climbing at V1 instead of VR. Now, as I learned from Jon B, I better off to pick the correct runway minimum length allowed for the 747.

With A2A Connie I don't have that procedure (lol).

Patricio

21 minutes ago, trisho0 said:

I will give another try with SAWE-SAWH flight and with the half of Fuel instead of full to find out. I think it should be a way to compute distance/fuel tool.

The 747 is a long haul airliner. For such a short route of 67nm between SAWE-SAWH, you do not need even 10% of the fuel capacity of the aircraft.
You would be better to take it on a flight between SAWE - SAEZ. That's still towards the shorter end of typical flights, but a lot more realistic at 1,200nm distance.

You can use SimBrief (a free online flight dispatch tool) to calculate the fuel requirements, plan your route and export it to the FMC.

I would highly recommend that you take a look at the FCOM and the tutorial pdf files in the documentation available at Prepar3D vX\PMDG\PMDG 747\Flight Manuals to get a better understanding of the performance of the 744.
 

As a quick Rough calculation plan to burn 1 tonne on taxi out, 10 tonnes of fuel in the first hour of flight , then around 8 tonnes for every other hour flying. You’ll also need to plan with some reserves so Usually plan to land with about 10 tonnes.

Incidentally, On very short flights we used to have a MINIMUM take off fuel of 24 tonnes. This was to stop the fuel pumps becoming uncovered on climb out. The tanks are so big and the aircraft climbs extremely steeply so with only a few tonnes in each tank the forward fuel pumps become uncovered on short ferry flights triggering a FUEL PUMP FWD eicas message.

There is another alternative to "dumping fuel". He could do what I do, and boot out all of the passengers. I never get a penny from any of them, so out they go!

3 hours ago, F737NG said:

The 747 is a long haul airliner. For such a short route of 67nm between SAWE-SAWH, you do not need even 10% of the fuel capacity of the aircraft.
You would be better to take it on a flight between SAWE - SAEZ. That's still towards the shorter end of typical flights, but a lot more realistic at 1,200nm distance.

You can use SimBrief (a free online flight dispatch tool) to calculate the fuel requirements, plan your route and export it to the FMC.

I would highly recommend that you take a look at the FCOM and the tutorial pdf files in the documentation available at Prepar3D vX\PMDG\PMDG 747\Flight Manuals to get a better understanding of the performance of the 744.
 

I understand now even more. So, what would be the minimum "nm" allowing to fly the 747?

I use the Plan-G planner for L-049 Constellation and I use SimBrief for Boeing using the FMC but the site didn't show me the route, no legs.

Eventually, I review the manuals and read it to refresh and learning.

Patricio

3 hours ago, jon b said:

As a quick Rough calculation plan to burn 1 tonne on taxi out, 10 tonnes of fuel in the first hour of flight , then around 8 tonnes for every other hour flying. You’ll also need to plan with some reserves so Usually plan to land with about 10 tonnes.

Incidentally, On very short flights we used to have a MINIMUM take off fuel of 24 tonnes. This was to stop the fuel pumps becoming uncovered on climb out. The tanks are so big and the aircraft climbs extremely steeply so with only a few tonnes in each tank the forward fuel pumps become uncovered on short ferry flights triggering a FUEL PUMP FWD eicas message.

I will make notes of this to practice into my flight plans. But 1 Tonne just for Taxi out?

Patricio