1 hour ago, Stearmandriver said:

The real problem in the 737 example is that you weren't even flying an ILS, let alone an auto land.  Look at the flight mode annunciators - you're in FAC / GP instead of LOC/GS.  You're effectively flying an RNAV approach using the IAN mode modeled in the PMDG (but which most real operators do not use as it's less capable than LNAV/VNAV.). You can accidentally end up in this mode if you arm approach too far out, before you're receiving the ILS.

In both aircraft, AIII mode would be used in the HUD for anything below cat I.

The 787 exited the runway upwind because of MSFS 's poor crosswind and ground physics.  It understands the airplane should weathervane into the wind, but not that it should be BLOWN downwind.  The effect is also greatly exaggerated, so you'll lose control of an airplane in much lighter wind than you would in reality.

actually it was blown upwind 🙂 my theory is since AP was still on, it was still compensating for the wind. I also believe that if you apply full rudder/tiller on the ground even with AP on, the aircraft would oblige? or am i wrong?

hah, your explanation gave me an 'a-ha' moment. There is still some messup with the latest airac data, some ILS freqs are not recognized. I was wondering why I see nothing in the APP eicas mode, yet I have the DME readings in the MFD and the aircraft follows the approach pattern. RNAV explains it. Thanks mate.

Edited October 10, 20241 yr by SimianFlu

1 hour ago, jon b said:

Speaking as an ex 747 pilot …….No !😏

 

It’s a 25kt limit for everywhere else, although I wouldn’t like to do a cat3 in a 25kt crosswind personally, I’m getting too old for that sort of stuff 😂

haha, good one 🙌 probably also not to comfortable in a tesla? 🙂

the FAA limit coincidentally is the just right wind for kitesurfing 🏄‍♂️ 😄 

Okay, here comes the next conundrum. I thought of going hiking in Nepal, which involved RNAV approach RWY20

why is the vertical path sooo offf towards the end? Had i followed it, I would end up eating dirt in some Sherpa's backyard

btw Georgina from SayIntentions got super excited about this approach, pity the voices were not recorded lol

Edited October 10, 20241 yr by SimianFlu

12 minutes ago, SimianFlu said:

why is the vertical path sooo offf towards the end?

at 2:30 you start deviating well below the vnav path from what I can see? Check PFD in front see magenta marker right of horizon? Also see the RNP scale to the right, it deviates down at the same time. At touch down yes you were WELL below the planned glide path that SHOULD have come from your approach in the FMC. At 4:45 you are wayyy below the FD guidance. 

What are you using to descend manually with? After AP D/c they A/T will not keep you on correct glide path unless you pitch the nose in the right place :D

37 minutes ago, sloppysmusic said:

at 2:30 you start deviating well below the vnav path from what I can see? Check PFD in front see magenta marker right of horizon? Also see the RNP scale to the right, it deviates down at the same time. At touch down yes you were WELL below the planned glide path that SHOULD have come from your approach in the FMC. At 4:45 you are wayyy below the FD guidance. 

What are you using to descend manually with? After AP D/c they A/T will not keep you on correct glide path unless you pitch the nose in the right place 😄

Yeah I know 🙂 but that's exactly what I mean, if I was adhering to the fd / glideslope where would I end up instead of the rwy touchdown zone 🤔 

25 minutes ago, SimianFlu said:

Yeah I know 🙂 but that's exactly what I mean, if I was adhering to the fd / glideslope where would I end up instead of the rwy touchdown zone 🤔 

OK I get that. The PFD shows your FD vertical guidance as VNAV ALT. The MCP setting of 5000 no doubt so it will not guide you below that whatever the legs page says.

We'd need check your CDU to see the approach altitudes and also did you set the landing BARO correctly?

Yeah that's the answer; in VNAV the flight guidance will never ever descend through the altitude set on the MCP.  Once the MCP altitude is captured VNAV will revert into VNAV Alt, and you need to press the attitude intervention button to get out of it (after setting a lower MCP altitude.)

Two ways to avoid this: 

1.  What we do at my operator is, once we're cleared for the approach with all altitudes verified in the FMC, and in LNAV / VNAV, we set field elevation in the MCP.  This avoids the risk of an unexpected level off destabilizing you down low.  The con is, you'll need to re-set the altitude on the missed.  We do that as a normal part of every missed approach we do.

2.  Option B is to set MDA in the MCP, and then once you're well below the missed approach altitude, quickly spin the MCP altitude up through your present altitude to set the missed.  This avoids the need to set the missed approach altitude on the missed.  The con is, you run the risk of destabilizing yourself if you don't spin fast enough and the flight guidance captures the current altitude as you spin through it. 

They both work, your choice.

3 hours ago, sloppysmusic said:

OK I get that. The PFD shows your FD vertical guidance as VNAV ALT. The MCP setting of 5000 no doubt so it will not guide you below that whatever the legs page says.

We'd need check your CDU to see the approach altitudes and also did you set the landing BARO correctly?

I did, and the Kathmandu airport elevation is 4300 feet 🙂 and I was still above 5000ft when really close to the runway just before touchdown, and the indicated magenta slope and fd was pointing way above at that moment

Edited October 11, 20241 yr by SimianFlu

2 hours ago, Stearmandriver said:

Yeah that's the answer; in VNAV the flight guidance will never ever descend through the altitude set on the MCP.  Once the MCP altitude is captured VNAV will revert into VNAV Alt, and you need to press the attitude intervention button to get out of it (after setting a lower MCP altitude.)

Two ways to avoid this: 

1.  What we do at my operator is, once we're cleared for the approach with all altitudes verified in the FMC, and in LNAV / VNAV, we set field elevation in the MCP.  This avoids the risk of an unexpected level off destabilizing you down low.  The con is, you'll need to re-set the altitude on the missed.  We do that as a normal part of every missed approach we do.

2.  Option B is to set MDA in the MCP, and then once you're well below the missed approach altitude, quickly spin the MCP altitude up through your present altitude to set the missed.  This avoids the need to set the missed approach altitude on the missed.  The con is, you run the risk of destabilizing yourself if you don't spin fast enough and the flight guidance captures the current altitude as you spin through it. 

They both work, your choice.

all this makes a lot of sense and thanks for the in-depth pro explanation 🙌 that was Kathmandu thou, with DA at 4700 feet and airport elevation of 4300 🤷‍♂️ shouldn't it guide me down to like 700ft agl when 5000 was set in mcp?

Edited October 11, 20241 yr by SimianFlu

47 minutes ago, SimianFlu said:

all this makes a lot of sense and thanks for the in-depth pro explanation 🙌 that was Kathmandu thou, with DA at 4700 feet and airport elevation of 4300 🤷‍♂️ shouldn't it guide me down to like 700ft agl when 5000 was set in mcp?

You looked a lot higher than 5000 qnh tbh from memory of that video. More like 5000 qfe (barometer set so field elevation is 0). If you DO set qfe I'm 99% sure that you can't use vnav at all for landing /takeoff as they use hardcoded qnh (altitude above sea level) values. 

It's late and that last paragraph should be taken with a pinch of salt! 

3 hours ago, SimianFlu said:

all this makes a lot of sense and thanks for the in-depth pro explanation 🙌 that was Kathmandu thou, with DA at 4700 feet and airport elevation of 4300 🤷‍♂️ shouldn't it guide me down to like 700ft agl when 5000 was set in mcp?

Well, it won't care what your AGL altitude is, as that will vary second by second as you fly over that kind of terrain.  But yes, it should have leveled at 5,000ft on the baro altitude.  I'm trying to watch it on my phone and can't zoom in enough to see haha... I'll try to watch it later on a bigger monitor. 

I HAVE had the PMDG do something really weird to me in VNAV recently, on the RNP 19 into KDCA.  It did the opposite though... Just shallowed out and put me way high while remaining in VNAV Pth (and showing me full scale high on path).  That's the only place I've ever seen that happen, but who knows, maybe you found a flavor of that same bug.

One thing that can help you visualize all this is turning on the vertical situation display (if you've got it enabled as an option in the PMDG settings.). Double press the CTR button on your EFIS control panel; it's the middle of the App/VOR/Map/Pln knob.  It'll give you a profile display on your ND that shows you in relation to the glide path leg, shows altitude restrictions over fixes, displays terrain etc.  It can make it easy to spot an altimetry error too (a mis-set altimeter will break ALL of this), by showing the runway relative to ground level.  If the runway is underground or floating in the air, all your altitude calcs are wrong and you'd better go around.

3 hours ago, Stearmandriver said:

One thing that can help you visualize all this is turning on the vertical situation display (if you've got it enabled as an option in the PMDG settings.). Double press the CTR button on your EFIS control panel; it's the middle of the App/VOR/Map/Pln knob.  It'll give you a profile display on your ND that shows you in relation to the glide path leg, shows altitude restrictions over fixes, displays terrain etc.  It can make it easy to spot an altimetry error too (a mis-set altimeter will break ALL of this), by showing the runway relative to ground level.  If the runway is underground or floating in the air, all your altitude calcs are wrong and you'd better go around.

ahhh yes indeed you helped me recall I have it 🙂 does a 777/787 have it as well?  in the 787 i cant even find the rose/vor/ils display lol

The real 787 yes, the Microsoft/WT no..maybe one day.

The 787 only has a choice of map or plan modes for the ND. The rose or centre mode can be cycled by pressing the button in the middle of the range dial, marked CTR.

Those airports were closed in real life for a reason! 😁