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Everything posted by G-CIVA

  1. Use a lower level of automation to keep brain ahead of airplane. Sort out the 'syntax' in the 'box' once you have the aircraft headed in the correct direction laterally, vertically with the correct velocity/energy (if time permits). VNAV is a 'strategic' tool that was primarily designed to get aircraft across long distances through multiple flight levels in conjunction with LNAV with remarkable accuracy; granted it now has additional uses with appropriately equipped & certified aircraft (& crews) performing various types of coded departures & arrivals & approaches but the statement above still stands, i.e. where appropriate select a lower level of automation to get the aircraft headed where you want it to go - or ATC WANT YOU TO GO - then re engage all the bells & whistles you want to should the situation allow or it be appropriate.
  2. The reality is the So called 'smart callout' options should be as follows: a. Set to always be On always. 2500, 1000 & 500 callouts. (2500 callout does have different options) b. Set to be Off always. 2500, 1000 & 500 callouts. c In the case of the '500' call set to be 'Smart' when glideslope or localizer not received, or glideslope or localizer deviation greater than two dots. I can't post any reference here due to copyright issues.
  3. Dieter, just to be sure, you DID load the RNAV approach & not the ILS approach (I am not trying to insult your intelligence BTW). Try the procedure as you say at some other ARPTs, it should work with SPD - VNAV PTH & speed intervention after the FAF. If this is not successful then I guess the only course of action is to raise a support ticket. Alexander, this is the trouble with forum chatter, its like being deaf & communicating with a time delay. Now we have met on the same page! Amongst simmers there is an assumption that one Boeing is much like another, as you know this is not the case.
  4. Agreed, re IDLE - VNAV SPD I was actually away from my books & on a tablet at the the time so hence the error, apologies, I normally cross check & refer to them as a write. The point I was trying to emphasize was the 'gotcha' of attempting to set the Missed Approach Altitude BEFORE crossing the FAF, simmers may miss this vital step when looking at the Boeing diagram & it is a common source of errors. I'll slightly disagree with you on the navigation capability of the 744 compared to its more recent brethren, RNP is purely a measure of LATERAL accuracy surely? The newer aircraft have the capability to navigate in the vertical sense without reference to ground based navigation aids to a higher degree of accuracy than the B744, which is the point I was also trying to make, the 737NG & 777, 787 & 747-8 are all IAN capable, the 744 is not.
  5. Dieter, I suspect you have been following the technique as described in the Boeing diagram 'Instrument Approach Using VNAV' - unfortunately I cannot post a copy of the diagram here for fear of a copyright strike, you should be able to find a copy of it in the QRH document under the Manoeuvres Chapter Flight Patterns, or in the Flight Crew Training Manual Chapter 5.41. There is a 'gotcha' in these diagrams, the assumption is that you will have already crossed the FAF (Final Approach Fix) & the FMA will have 'annunciated' SPD - VNAV PTH After you have crossed the FAF you should have the aircraft fully configured for landing & as such with the FMA indicating as above you will be able to press the MCP SPD Button & open the MCP SPD window to dial in the VAPP Speed (normally VREF +5kts). The FMS has transitioned into the 'on approach' logic allowing the aircraft to perform the vertical segment of the approach down to your MDA. Please remember that the 744 is now almost 30 years old, it cannot perform this type of approach to the degree of accuracy that a 737NG or a 777 can. The 744 only transitions into the 'on approach' logic after crossing the FAF & only if the MCP ALT is set to an altitude lower than that required at the FAF. If you are fully configured BEFORE the FAF & you try to 'open' the MCP SPD 'window' in the 744 you will get SPD - VNAV SPD 'annunciated' on the FMA, the aircraft will fly away from the PTH & you may well blow the approach, as such & since you have NOT PASSED the FAF, if you set the MCP ALT to the missed APP ALT (which might be higher than the FAF crossing height) the aircraft will catch VNAV ALT since you are asking it to do something else. So to recacap, look at the diagram, follow the procedure & ONLY set missed approach altitude ONCE you have crossed the FAF & you have SPD - VNAV PTH 'annunciated' on the FMA. Remember that in the 744 the vertical guidance takes the aircraft down to an imaginary point 50ft above the runway threshold, you must have the autopilot & autothrottle disconnected at or above your DA(H) or MDA(H) An easy way to find out where the FMS will transition to the 'on approach' logic is to look into the LEGS Pages, find the first WPT in the approach sequence where the glidepath angle is displayed (normally 3.00), this is where the 'on approach' logic should commence, in the 744 it is normally the FAF. Obviously do this as part of the pre descent preparations, before your T/D so you are well prepared. You can monitor the performance of the FMS Position Accuracy whilst you are conducting the approach by putting one of the pilots CDUs onto the POS REF Page 2/3. Look at LSK3L & monitor the RNP/ACTUAL number. The 'on approach' logic will require an RNP of 0.3 of a NM & your actual must be at or less than this number for you to continue with the approach. This is is the only visual indication other than an EICAS Caution Message coupled with a 'beeper' sound cautioning you that your ANP does not meet the accuracy criteria required during the approach phase. There are no RNP/ANP scales drawn on the PFD as seen on the PFDs in the 737NG, 777 or 747-8. Since the PMDG iteration of the 744 does not use the ARINC formatted navigation data I am not sure if this is correctly simulated but it is worth a try. Finally don't forget, its a 29 year old aircraft that had twin GPS added at a later date, its a second generation glass flight deck, more advanced than the 767, but in comparison to the 737NG & the 777 its now very dated. It cannot perform these types of approaches to the degree of accuracy that the newer aircraft can.
  6. Nothing confusing there Alex, the Flaps UP SPD is calculated as VREF 30 plus 80. Apologies, I misquoted this as being VREF30 plus 100 earlier - my mistake. It is VREF 30 plus 80 for a clean configuration in the B744. The ECON CLB SPD is the SPD you should be looking at which is VREF 30 PLUS 100. Take a pretty picture under similar conditions showing the VNAV climb page that's why in this picture you are exceeding the 250/10000 restriction. It ain't rocket science.
  7. ##### are you on about? If the aircraft weight is such that the VREF 30 +100kts SPD is going to be BELOW 250kts then in ECON CLB Mode the aircraft WILL HONOUR the 250kts restriction below 10000ft, if the aircraft weight is such that the VREF 30 +100kts SPD is going to be ABOVE the 250kts restriction below 10000ft then the aircraft will honour this SPD in ECON CLB mode below 10000ft which WILL BE a number greater than 250kts. To achieve clean or flaps UP configuration the aircraft MUST fly faster than 250kts due to all up weight & ambient temperature & pressure. How hard can this be to understand?
  8. Because Alex the VREF 30 + 100 speed which BTW is the minimum CLEAN speed for a B744 may actually be ABOVE 250kts. Do you expect Boeing to restrict their 'heavy; aircraft to 250kts below 10000ft by default & keep them dirty with a selection of flap deployed just to honour the 250kt restriction because rules are rules? How would that affect fuel economics & noise pollution?
  9. The various properties of the newer B737NG & B777 FMS vs the B744 FMS were discussed further up the thread. You have to appreciate that the B744 first entered operational service at the end of the 1980s, the NG & the T7 were still just engineers dreams & not even on paper. The level of navigational accuracy that the newer twins are capable of flying now was not even conceivable then. So no not all Boeings are the same. As I stated earlier, is more than one way to skin a cat, LATLON entries are much more long winded & complex & more susceptible to error than a time in ZULU which like the flight is dynamic & is subject to change due to many influencing factors once airborne. There is better discussion of the B744 & long range operations here: http://www.avsim.com/topic/501026-southern-routes747-etopslrops/
  10. Yes my bad, I did mean to say Boeing 744. Dan raises some valid points ... here are some others ... One point of caution here, the B744 first flew in the late 1980s. The FMS architecture inside the 737NG & is actually much more refined & advanced than that inside any B744 flying today, the B737NG is capable of performing approaches without the use of ground based navigational aids to a far higher degree of accuracy than the B744. Its not as simple as comparing like for like. The same goes for the B777. Once airborne the ETP concept becomes dynamic; other factors such as changing weather, wind & human factors like ATC re-routings can come into play. Thats why all ETP planning relies on an EET or estimated en route time to the ETP. This time is calculated from your TOT - take off time. Entering LATLONS after DISCOs at the end of RTE 1 or 2 is fine, just fine. Some operators demand it as an SOP. What I am suggesting is the use of a little known but very useful feature that is on EVERY Boeing FMS FIX Page. By doing some simple MATHEMATICS from your TOT you end up with an ETA overhead your ETP, this will always be visible on your ACT RTE, it will not interfere with your ACT RTE & the margin for 'finger error' is very small. Thats why lots of operators demand it as SOP. On a dark night over the Pacific when you have an emergency decompression forcing you down to F140 or below into the soup & the suddenly ENG 4 goes kaput the last thing you want to be doing is pissing about with RTE 1 or 2 with several random LATLONs & DISCOs in the way. You have your 2 ALTNs on your FIX Pages & 1 or 2 green circles & ETAs in ZULU on the ND, the decision to press on or go back is really that simple because hours before the dispatcher did the hard yards & once airborne he spoke to you to confirm the plan still stood via ACARS, When the pressure is on you want it to be that simple .... your brain is rapidly running out of zeroes & ones & you have a stack of EICAS Warnings & Cautions to process, there are alarms & bells going off & company on ACARs has just gone ballistic & the Purser is dinging you & you must don your emergency life support NOW to save your aircraft, your life & everybody else. Is the integrity of the aircraft at risk? Can you descend rapidly? Should you descend slowly? Which way to turn? Ahh yes the ND .... Now you press HDG SEL & off you go. Why worry about punching LATLONS in the first place? Some simple maths ... done by the PNF once settled in the climb above F100 & you have your ETAs to your ETPs, they are based on time & entered by a few keystrokes to be presented in a very easily decipherable format for you to decode hours later. Just a point of view.
  11. No Boeing FMS FIX Page will accept a LATLON in the FULL Format. VALID ENTRIES into the FIX Page at LSK 1L are an ARPT (4 letter ICAO identifier) if in the Navigation Database, A NAVAID (3 letter published identifier in the IAP) if in the Navigation Database & WAYPOINTS if in the Navigation Database. LATLONS that have been coded as WPTs into a series of 5 numbers & a letter will be accepted if they are in the Navigation Database. In any case with reference to ETPs (which is what I suspect you are attempting to achieve) you are really interpreting the use of the B744 FIX Page incorrectly. Have a look at this suggestion .... disclaimer ... I am not a 'unicorn' i.e. I am not an 'aviator', whether in the real or virtual sense nor am I connected to any real or virtual airline. http://www.avsim.com/topic/505016-no-equal-time-point-option-in-the-cdu/ Enjoy.
  12. Enter the ETA into a FIX Page at LSK 6R as a TIME in ZULU (4 digits followed by Z). Your ETP info provided by a flight planning software tool such as PFPX should be able to generate an EET from your TOT (take off time). Thus its just simple mathematics. ETPs are dynamic, based on time not physical points on the earth surface. The LATLONs associated are used during the planning phase & are provided for reference. Once airborne time becomes the key governing factor as you are in a fluid environment - with changing WX etc. Your ETA, once entered correctly into the FIX Page will be presented on the Magenta route of flight as a small green circle with the time in ZULU accompanying it. You can enter an associated ARPT into the FIX Page, the maximum range arc that the 744 FMS should allow to be drawn is 511 nm although I have seen larger on peoples live streams ... if you can confirm this ... report it as an issue to the Devs.
  13. The thread is now slightly out of date. All the BAW 747-436 fleet now have the following CLB Washout values: Two fixed climb thrust derates can be selected on the THRUST LIM page. CLB 1 uses a 10% derate of CLB thrust to 25,000 feet, then increases thrust linearly with altitude to CLB thrust at 35,000 feet. CLB 2 uses a 20% derate of CLB thrust to 25,000 feet, then increases thrust linearly with altitude to 5.5% derate at 35,000 feet. Data is as of manuals 2013. BAW B747-436 Fleet as at Tue 11 Oct 16: 37 A/C Seating Configurations: 14F/52J/36W/235Y - Mid J -337 14F/86J/30W/145Y - Hi J - 275 14F/70J/30W/185Y - Hi J 'Lite' - 299 *** Mid J Aircraft with Electronic Fuel Scavenge System into Main Tank 2 Only*** GBNLK BPCG 14F/52J/36W/235Y Union Flag 'To Fly, To Serve' GBNLN BPCK 14F/52J/36W/235Y Union Flag 'Poppy' Promotion GBNLO BPCL 14F/52J/36W/235Y Union Flag 'Face to Face' titles GBNLP BPCM 14F/52J/36W/235Y Union Flag 'To Fly, To Serve' GBNLY BRAG 14F/52J/36W/235Y Union Flag GCIVA AKQR 14F/52J/36W/235Y Union Flag *** Mid J Aircraft with Hydro-Mechanical Fuel Scavenge System *** GCIVB AKQS 14F/52J/36W/235Y Union Flag GCIVC AKRS 14F/52J/36W/235Y Union Flag 'To Fly, To Serve' & 'OneWorld' titles GCIVD FPHR 14F/52J/36W/235Y Union Flag 'To Fly, To Serve' & 'OneWorld' titles GCIVE FPGR 14F/52J/36W/235Y Union Flag GCIVJ BGPQ 14F/52J/36W/235Y Union Flag GCIVK BGPQ 14F/52J/36W/235Y Union Flag 'OneWorld' titles GCIVL BHMP 14F/52J/36W/235Y Union Flag 'OneWorld' titles GCIVM BJGP 14F/52J/36W/235Y Union Flag 'To Fly, To Serve' & 'OneWorld' titles GCIVN BFKS 14F/52J/36W/235Y Union Flag GCIVO BFPR 14F/52J/36W/235Y Union Flag 'To Fly, To Serve' GCIVP CLHJ 14F/52J/36W/235Y Union Flag 'To Fly, To Serve' & 'OneWorld' titles GCIVT CLDP 14F/52J/36W/235Y Union Flag 'To Fly, To Serve' GCIVU CLEP 14F/52J/36W/235Y Union Flag 'To Fly, To Serve' *** Hi J Aircraft with Hydro-Mechanical Fuel Scavenge System *** GCIVR CLAP 14F/86J/30W/145Y Union Flag GCIVS CLBP 14F/86J/30W/145Y Union Flag GCIVV CLFP 14F/86J/30W/145Y Union Flag 'To Fly, To Serve' GCIVW CPHM 14F/86J/30W/145Y Union Flag 'To Fly, To Serve' GCIVX CPKL 14F/86J/30W/145Y Union Flag 'To Fly, To Serve' GCIVZ CPLQ 14F/86J/30W/145Y Union Flag 'To Fly, To Serve' & 'OneWorld' title GBYGA CPMQ 14F/86J/30W/145Y Union Flag 'To Fly, To Serve' GBYGD DEFP 14F/86J/30W/145Y Union Flag GBYGE DGFP 14F/86J/30W/145Y Union Flag GBYGF DGHP 14F/86J/30W/145Y Union Flag *** Hi J Aircraft with Hydro-Mechanical Fuel Scavenge System No Stab Tank *** GCIVF BGKQ 14F/86J/30W/145Y Union Flag 'To Fly, To Serve' *** Hi J 'Lite' Aircraft with Hydro-Mechanical Fuel Scavenge System *** GCIVY CPKQ 14F/70J/30W/185Y Union Flag 'To Fly, To Serve' GBYGB CPMR 14F/70J/30W/185Y Union Flag 'To Fly, To Serve' GBYGC CPQS 14F/70J/30W/185Y Union Flag GBYGG DGJP 14F/70J/30W/185Y Union Flag ***Hi J 'Lite' Aircraft with Hydro-Mechanical Fuel Scavenge System No Stab Tank *** GCIVG BGLS 14F/70J/30W/185Y Union Flag 'To Fly, To Serve' GCIVH BGMR 14F/70J/30W/185Y Union Flag GCIVI BGMS 14F/70J/30W/185Y Union Flag 'OneWorld' titles Maximum Taxi Weight G-BNLK - G-CIVE, G-CIVJ - G-CIVZ 397800kgs Maximum Takeoff Weight G-CIVF - G-CIVI 381017kgs G-BNLK - G-CIVE, G-CIVJ - G-CIVZ 396893kgs Maximum Zero Fuel Weight G-BNLK - G-CIVE, G-CIVJ - G-CIVZ 246754kgs G-CIVF - G-CIVI 251743kgs Maximum Landing Weight 285763kgs Of course not being a unicorn myself thus having no 'bona fide' relationship with any real world airline nor being an 'aviator' either renders all this information possibly 'fake news' .... http://www.avsim.com/topic/504456-have-an-accurate-options-config-for-one-of-our-liveries/ If you need some more info I might be able to help.
  14. Sigh, no that is incorrect. One of the pilots will have selected the TCAS Airspace Switch on the Transponder Panel to either A or B rather than leaving it at the N (Normal) position which will enable the the TCAS system to prioritize the indication all of TCAS Targets on the ND above 'A' or 'B' below the aircraft beyond the normal 'N' parameters. This is a useful airline specific technique during departure & arrival in busy terminal environments. The N parameter on the TCAS panel ranges from 2700ft abv & blw the aircraft current position - this is the entry as entered in the individual aircraft cfg file. The A parameter on the TCAS panel ranges from 2700ft abv to 7000 abv the aircraft current position. The B parameter on the TCAS panel ranges from 2700ft blw to 7000 blw the aircraft current position. Having scanned my set of manuals 2700ft appears to be the normal altitude range for the N or normal position range. Quite why 2800ft has appeared in the default cfg is anybody's guess.
  15. Wow! I bet the lads & lasses will really appreciate it!
  16. All the in service QFA 744s have LCD IDS fits, I must have missed that when looking at his table.
  17. There is a simpler & more dynamic solution ... If you use a flight planning tool like PFPX it will create an ETP or Equal Time Point for your two chosen Diversion Airports. It will construct a scenario based upon this with several options (should you have set up your aircraft file correctly) to divert following a cabin decompression & or on three engines (in the case of the 744). This ETP is indicated on your flightplan by a LATLON but once airborne all of your ETAs become somewhat dynamic. You can do a quick piece of calculation from your Take Off Time to the ETA overhead your ETP via the Legs part of your flight plan or by calculating the EET (indicated along with all the other ETP data suck as position etc) from the Take Off Time. This will give you a time in ZULU. Enter this time at LSK6R in the following format: 1313z This will present a small green circle with the time also in green along the magenta route of flight indicating the position of the ETP in relation to the flight time. It will not interfere with your ACT RTE or RTE 2. Its a simple as that.
  18. Rudi, Regarding you orange shaded areas, yes the QFA fleet has a Crew Alertness Monitor & yes the QFA fleet does show the next altitude constraint with the associated Waypoint on the ND. The rest looks ok, VH-OEB does have the TAS displayed on the ND & PVD as do the other in service aircraft, the PVD must have been fitted once in QFA service, since the original Asiana fleet to which it belonged did not leave Boeing with them factory fitted. https://youtu.be/wN3ajdLBPxQ?t=44s
  19. Yawn, No slander here pal, don't pull the military card either mate, I was also in the military - for over 24 years - chewed plenty of dirt in the two sand boxes & lots of places in between thanks. Since you don't have the grace to include your age in your profile we don't have a clue how old you are. Me I am 48, & retired, absolutely no real world commercial flying experience, go fact check that. Peace & love. Per Mare Per Terram
  20. You see, the thing IS ...... Simon actually gave you a reference from a table that real world pilots reference in the the real world i.e from the QRH. During an actual flight they would be referring to numbers & tables contained with in the QRH, its called the QRH because it is a Quick Reference Handbook. Within the Performance Inflight Chapter is all the Information the Flight Crew requires to operate the aircraft under Normal & Abnormal conditions once airborne. It saves a busy flight crew the task of sifting through the many many pages contained within the FCTM which is best read over a nice cuppa whilst tucked up in bed or in the classroom. An FCTM is a Flight Crew Training Manual, not a Quick Reference Handbook.
  21. In actual fact both RR & PW powered 744s could be equipped for V Pod operations, although I to the best of my knowledge no PW operator has ever actually opted for this fit or ever carried out a VPod flight. The VPod 'experts' seem to be QFA - one look at their route network & you will begin to understand why although with only 4 RR 744s left the sight of a VPod is now a rare occurrence. GE 744s (including the ER) are not capable of VPod ops.
  22. The Taxi Light is a customer option. Many carriers opted not to have them fitted. Its not odd at all.
  23. 'Do you have any comment on the brake energy issues I highlighted previously?' No but apparently he does have a special friend though on the 'inside' so that must cancel out your reasoned logic.
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