calzonister

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  1. I dont know if the Navigrah Charts demo includes ground charts. Regardless, a navigraph subscription will provide you with all of the Jeppessen Charts for any airport in their 19,000+ airport database. Any airport in the database will include a airport diagram. However, the PMDG -8 EFB will not show the current aircraft position on a EFB airport diagram. What you are probably looking for is the Airport Moving Map (AMM) feature in the -8. Which you can enable by selecting the ARPT on the left or right EFIS panel, and then scrolling the ND (navigation display) range selector to 5NM or less on the associated ND. You will now see your aircraft position on the ND with a detailed layout of the airport. This data is independent of any Navigraph subscription and comes from simulator AFCAD data (completely free). The EFB has multiple tools installed. Including Peformance (takeoff/landing), weight and balance, unit conversion, calculator, etc. The only tool dependent on a Navigraph subscription is the EFB charts. If your subscription ends you only lose access to the EFB charts. The other tools continue to function independently. I suggest you both watch this excellent -8 differences video created by Kyle. It will answer all of your questions https://www.youtube.com/watch?v=M0idsJxu9fY
  2. calzonister

    -400F 635k MZFW no longer available?

    I hope the Boeing document I have linked below, helps you understand the relationship between either using the 635k MZFW or 875k MTOW. Loading the aircraft up to both limits simultaneously is prohibited due to structural limitations. https://m.imgur.com/a/QDgWtFn Hi Kyle, I only tried to provide a explanation based on my assumption as to why the MTOW in the -400F may have changed post update. It is a fact that the limit was originally 875k and now is 850k in the freighter. Which also happens to match the non-stab tank equipped -400 limit. I would think if this was intentional, it was done because the revised CG model for the -400 without stab tanks (850k MTOW) would also work with the -400F which cant be optioned with stab tanks to begin with. You can still load the -400F to 875k without any problems/restrictions 🙂 The reason is quite simple! By loading up to the optional 635k MZFW, you are placing a lot more stress on the wing/body joints. The penalty for doing this, is limiting the overall weight of the aircraft to 811k. A similar concept applies to the Boeing BBJ family. The standard pressurization schedule is identical to that of the passenger -700/800/900. Typically 8000' of cabin altitude at FL410. For a substantial price, Boeing offers an alternative pressurization schedule option. With this, the cabin will maintain 6500' at FL410. The consequence of choosing this option is that the 50,000 cycle air-frame economic life is reduced for obvious reason to 26,000 cycles. (extendable by 50% with additional inspection intervals, at a even greater cost 😄)
  3. calzonister

    -400F 635k MZFW no longer available?

    The ACAPS you linked merely shows a high MZFW/MTOW optioned -400F and is purely a airport planning document. Boeing is only showing that a operator who options the maximum 875k MTOW may also want to option the MZFW of 635k (which in fact most did), as this would reflect the most capable -400F. What that does not mean, is that you can actually operate at 635k MZFW and 875k MTOW simultaneously. Does that make sense? Its either or "As the ZFW increases linearly from 610k to 635k, the MTOW decreases linearly from 875k to 811k" FYI, you do have access to the FCOM, thanks to PMDG 🙂 \Prepar3D v4\PMDG\PMDG 747 QOTS II\Flight Manuals You will see the PMDG -400F FCOM shows a 610k MZFW limit for the 875k MTOW. Because it reflects a airframe with the highest MTOW, optioned without the 635k MZFW (and the MTOW limitations associated with using it). Interesting to see the ACAPS mention the horizontal stabilizer option for the -400F. First time I have seen it in any official Boeing document. Once Either way, no -400F was ever optioned with it.
  4. calzonister

    -400F 635k MZFW no longer available?

    Source: Latest Boeing B744/8 FCOM Vol. 1 Your source is incorrect. The 610k lbs MZFW is a hard limit if you want to have a MTOW above 811k. This is a structural limitation! Simply put, the penalty for using the MZFW of 635k is limiting the MTOW to 811k, when physically operating at that MZFW. The relationship between the >610k MZFW and MTOW reduction are linear (as outlined clearly in any Boeing -400F FCOM Limitations chapter. Boeing never offered a STAB tank option on the -400F. There simply waa no need for it, and that is why the -400ERF and -8 don’t have it either.
  5. calzonister

    -400F 635k MZFW no longer available?

    The 635k MZFW is a customer option. It enables operators to carry larger payloads at the expense of MTOW (when needed on a specific sector). As the ZFW increases linearly from 610k to 635k, the MTOW decreases linearly from 875k to 811k. Personally, I cannot confirm/deny if the PMDG -400F ever allowed us to load past 610k (pre-update). I certainly never tried. However, what did change is the MTOW decreasing from 875k to 850k* in the PMDG -400F. I know they re-did the entire W&B so that the CG now remains within limits when selecting payload/fuel (on the -400/-8) 850k happens to be the MTOW for the -400 when you do not option the STAB tank. So PMDG may just have ported the new W&B model for that specific -400 model (no STAB tank) to the -400F. *Note, you can still load the -400F to 875k without any problems. The CG limits for a -400F at MTOW (875k) are 18.3% to 23.5%.
  6. calzonister

    I am looking for CPA 748F configurations

    Hi David, I created a 100% accurate CPA config with the help of a CPA B744/B748 captain. The only thing not configurable is the transponder panel, CPA optioned the same unit they have on the B77W fleet. Rotary knobs instead of the keyboard style one. I PM you a link tonight, to download both the B744ERF and B748 .ini files. The good thing is that all 14 -8s are configured the same. On the -400ERF some have the digital MCP and some are analogue. All were delivered with the digital MCP, however it is interchangeable with the part number with the older one from the -400, so they are replaced with whichever one is available on the line.
  7. Thank you!!! Rob, I am not seeing rainaker effects in any -400 following the update. -8 is working.
  8. LCD: Intruduced and subsequently standard on L/N (Line Number) 1313 and on. The first -400ER (VH-OEF) ISFD: Introduced and subsequently standard on L/N (Line Number) 1313 and on. The first -400ER (VH-OEF). Skipping L/N 1314, the last -400 without the ISFD. Autostart: Offered as a customer option from day one. First aircraft delivered to Lufthansa, D-ABVB. L/N 700. The first 747-400 L/N 696 was delivered to Northwest, however NW did not option Autostart. AUX Hyd 1: Offered as a customer option from day one. First optioned by BA on G-BLNA. L/N 727. Updated fuel system: IIRC sometime around 2002/3. Via EIU IDS software update for existing aircraft and subsequent production aircraft. All stemming from FAA AD 2002–24–52.
  9. calzonister

    [29NOV18] A few things pending in the days ahead...

    Can we expect this update in time for our weekend Long-hauls? :D
  10. calzonister

    Antenna Options

    Hi Chris, The LH B748 antenna configuration is not a custom config. All B748 have a SATCOM, VHF and ELT antenna. Please compare with Air China B748 and Korean Air B748. The current problem is that choosing either WIFI antenna option removes the ability to display a VHF antenna whatsoever. In summary, the VHF, ELT should be available together regardless of which WIFI and SATCOM antenna position is selected!
  11. calzonister

    Antenna Options

    Sterling, you are absolutely correct that the LH antenna option cannot be configured correctly. Please submit a ticket, that is the only way the team will be able to address it!
  12. calzonister

    Advice needed on perf calc 744

    Assuming 396t MTOW takeoff off 07C/25C at EDDF, D-TO +40C ish is reasonable. 4000m of pavement and a few distant obstacles will allow for a good assumed temp, even at MTOW. Are you referring to the pilots eye LH456 video? FRA-LAX would never go out at MTOW on a passenger -400. In that video they were at 349.5t and used D-TO 55C (wet runway). At the time LH's OPT (on-board performance tool) did not calculate TO-1, TO-2. Something they began doing more recently. For the same weight off 25C on a CAVOK day, it would output D-TO 1 35C today.
  13. calzonister

    PMDG 748 LN:1 ERR AT

    What do you have hiding under there Rob? 😄
  14. Hi Mathias, On the -8 (and now also -400) PMDG have simulated the step of having to first establish DATA LINK (DLNK) communications. This is done only once, during pre-flight via the center CDU. This is now a necessary step, prior to being able to uplink (request) any SATCOM data to the aircraft. Such as the flightplan or wind data. This will help clarify things: https://support.precisionmanuals.com/kb/a126/loading-a-rte-via-datalink.aspx
  15. calzonister

    -8 packs off before start

    Absolutely! Both the GE90 and GEnx“suffer” from bowed rotor. As do the latest generation GTF’s on the A32X B73M family. This is a condition caused by bowing/bending of the HP shaft after shutdown due to differential cooling of the rotors. On the GE90 the autostart system will keep motoring the engine in order to straighten the the shaft out, before fuel is introduced automatically. To prevent blade rubbing due to a bent shaft. However, on the GEnx -2B extended high speed motoring caused additional issues, so to keep the motoring speed down, the stator vanes run on a special schedule (opening/closing), to keep N2 rotation below a certain threshold. The length of this motoring process depends on how long the engine was shut down. With constant increases in required efficency, the blade clearances are getting smaller and smaller. Hence the need to ensure the shafts are nice and straight before introducing the fuel!