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victorlima01

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About victorlima01

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    Rio de Janeiro

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  1. That's a pretty neat trick. Always learning! Thx Sam.
  2. Hi Leo, Capturing the IAN glidepath and final approach course via the MCP is very similar to capturing an ILS glideslope and localizer. Firstly, select a valid RNAV approach from the FMC database (on the Approachs page). As you approach the final approach fix, with VNAV and LNAV armed/engaged, you should press the APP button on the Mode Control Panel. This should result in having FAC (final approach course) and GP (glidepath) display on your FMA in gray colors beneath the active modes (in green) whichever they may be (If you are already flying with Vnav and Lnav the active modes should be LNAV and VNAV PTH. The FAC and GP annunciations will eventually engage and become green on the FMA, much like LOC and GS would - were you capturing a localizer and glideslope signal in an ILS approach. Simply let the autopilot fly the airplane down to the minima or fly it yourself using the flight director cues in the PFD.
  3. Problem with flightaware is that it will often not give you the routing from Europe to North America. You can either go to http://www.edi-gla.co.uk/fpl/login.php?go=/fpl/index.php and see whether they hava real-world recently flown route that would suit you, or you could do the routing yourself using something like PFPX. Thta program is so great you might come up with a better routing than a real dispatcher!
  4. Hope this doesn't go against Kyle's forum moderation policies http://secure.simmarket.com/paolo-ricardo-fsx-mega-route-rio-sao-paulo-and-natal-city-pack-5.phtml Definately worth it. Yes we came in earlier this morning (June 6th), around 5:30 am local time (0830Z). Hope you guys nail it! I still haven't had time to reproduce the flight. Philip go fly! you can always take that class again next year. haha jk, best of luck with your finals The reason why I haven;t tried it yet is because I have never had to go around in the sim. That's how good a pilot I am hahaha. Jokes aside: yeah I have to brush up on the FCTM and I'll post back. But from my experrience this morning I can tell you that pressing TOGA on a 777 below MLW sure feels like a shuttle launch. flap retraction should be pretty quick.
  5. Hi guys. I was onboard AFR442 from Charles de Gaulle (Paris) to Rio de Janeiro Intl' on their 777-300 ER, which by the way is equipped with a great dash cam for us to get a frontal of view. We were coming in at aournd 5:20 am local time and since I know the area quite well I knew for a fact (which I later corroborated with the crew before leaving the plane) that we were cleared for a GIGSO1A Rnav arrival to join the ILS 15 X procedure for rwy 15. It was still dark outside but as we descended below 4000` I noticed a pretty massive and low fog bank covering all of Rio. Looking at my seat's screen I started trying to scope out the landing lights thinking all the time those guys up front were probably doing the same, just a tad more nervous. We got visual cues from the lighting somewhere between 400 and 200 AGL, right on the mark and the PAPI showed they were right on the money all the way down. But for some reason, the aircraft floated a tad too much above the first third of the rwy and main wheel touch down occured just after the last rwy mark. The captain didn't hesistate and up we go. It was a little unconfortable but also exciting to have a go around after touchdown. They circled back and went for RWY15 again, this time doing a heck of job with the landing followed by a burst of applause from the distressed cargo (I'm sure there about 300 brazilians posting on facebook now how they almost died today). I'm writing to see if anyone wants to reproduce the flight (or at least the approach) under the conditions we encountered earlier this morning. The METAR read as follows: SBGL 060925Z 27004KT 2500 BR BKN004 20/20 Q1019 (my impression is that it was more OVC than BKN...) A few pointers: The region is full of hills. Beware. Because of that, the STARs tend to be steep and leave very little time and space to slow down and capture the LOC smoothly. Adequate energy management is critical to descend in Rio. The 777 is more forgiving but it's pretty usual for 737 crews to have to descend eith speedbrakes in flight detent up until they extend the flaps. I highly recommend you try this is with add-on sceneries available for the area. There is a specific scenery for the airport only avilable from a well-known developer and also a photo-real scenery for the entire city from a stand-alone developer. That scenery is particularly nice for appreciating the dangerous peaks surrounding the airport (not sure I can comment any further). And here you can get teh charts for free (Brazilian AIP website) http://www.aisweb.aer.mil.br/?i=home&lingua=en Hope you guys have fun. Best Regards, Victor
  6. You usually are, accel height in all cases means lowering acft body angle and accelerating to 250 or first speed restriction of the sid and cleaning up as you go. NADP2 however, is a little different since you basically have two accel heights, so to speak. One happens concurrently with thrust reduction and it should be at least 800 AFE. however you do not acceleate fully. You accelerate to you flaps up maneuvering speed and you climb with reduced thrust at that speed until 3000' at which point you resume acceleration. Thus in your fmc you should program thrust reduction and accel height to the same height, and use speed intervention (if using vnav) between that height and 3000.
  7. Simply put: if you want to fly NADP 2 with Vnav armed and cutback option off, set you thrust reduction to 800 and accel height to 800 as well. After rotation, follow the bars which will get you going on v2+20 (roughly). At 800' AGL confirm that you are no longer at takeoff thrust (you should now be on climb thrust) and witness the bug being cued to 230kt. Use speed intervention to command the bars to get you to flaps up speed, just like Matt said. Once you get to 3000', cancel the speed intervention and the AFDS will command pitch to accelerate and maintain 250kt until 10000'. Which is exacly what Matt said in an earlier post, excepet his airline finds it better to perform these changes at 1000' instead of 800' AGL.
  8. Thanks heaps Jim!Best Regards,Victor LimaSBGLhttp://www.precisionmanuals.com/images/forum/800driver.jpg
  9. >DME arcs are certainly in our database. I cant think of a>reason why they wouldn't be in UAL's. They aren't in Varig's 777s either. At least they weren't since Varig, Alas, is no longer.edit: forgot to sign!Godspeed,Victor
  10. Hi Holger, would you be so kind as to supply us with the realworld plans if they are available to you?BTW does anyone know of a site such as flightaware.com that lists real world flightplans for Europe? That would be sweet. I never fly in Europe because of this... I don;t like to build my own flightplans, I like to simulate real-world ops.Best Regards,Victor LimaSBGLhttp://www.precisionmanuals.com/images/forum/800driver.jpg
  11. > We modelled this feature exactly as>per operating manual (what else...).>>Best,>>VangelisLOL Right you are, Vangelis the master. :)Best Regards,Victor LimaSBGLhttp://www.precisionmanuals.com/images/forum/800driver.jpg
  12. According to the real AOM:"during takeoff, the FMC records barometric altitude as the airplaneaccelerates through 100 knots. This altitude is used to activate LNAV andVNAV, enable autothrottle activation (if not active), commandacceleration for flap retraction, and set climb thrust if an altitude has beenselected"Best Regards,Victor LimaSBGLhttp://www.precisionmanuals.com/images/forum/800driver.jpg
  13. Oddly enough, they are entirely different aircraft ;)It is my particular belief that there are a lotta pilots out there to whom this discussion goes way beyond their needs and interests. To illustrate, I decided to start a similar V2 discussion with a friend who has been flying 777s as a capt for quite some time. Ultimately he didn't know what would really happen if he were to set 250kt on the MCP window. Would the 777 AFDS guide him as it would should the MCP be set properly to V2? Some might say that it's obvous he shouldn't know such a thing since he'd never try it for real or waste level-D time with this. Another question that came up was from where comes the command for the f/d to pitch to V2 + whichever speed. But who cares right? What matters is that the crew knows what will happen during normal and non-normal takeoffs. Well things got messy by then and we gave up on the matter. But the truth is that knowing such information shows in-depth knowledge of the aircraft and imho, that the pilot goes the extra-mile to understand some aspects of his aircraft which aren't necessary but are nonetheless precious. And this is the kind of professional that most people look up to. Not that I don't think that my friend is a great pilot. As a matter of fact I have trusted my life to his hands on numerous occasions and seen him flying like few people can. But this is my sincere congratulaitons to Steve and all other ATP in this forum who "waste" their time on such discussions here, which only add to their carrers.Best Regards,Victor LimaSBGLhttp://www.precisionmanuals.com/images/forum/800driver.jpg
  14. Most SOPs that I know of use V2 instead of V2+10 in the MCP speed window. However, once you get the aircraft airborne you should adjust pitch to maintain a speed anywhere between V2+10 to V2+20.Best Regards,Victor LimaSBGLhttp://www.precisionmanuals.com/images/forum/800driver.jpg
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