G-CIVA

Aside from all the other 'noise' chiming in here you need to remember some simple 'cadences' 'GO AROUND - FLAP TWENTY' for instance (prompts me to press the TOGA Switches to get TOGA/TOGA on the FMA) then smoothly & accurately adjust pitch to achieve 2000fpm/15 degrees pitch & select Flaps to 20). With a positive rate of climb confirmed by two separate instruments get the Landing Gear UP .... UNLESS its a WINDSHEAR GO AROUND/ESCAPE MANOEVURE ... in that instance leave the Landing Gear DOWN - the opening & closing of the Gear Doors will create extra drag .... until you have completed the escape manoeuvre. Its a lot for a single pilot to remember. Above 400 feet you can select a ROLL MODE - HDG SEL or LNAV At aa (Acceleration Altitude) you can select a PITCH MODE - FLCH, V/S or VNAV & then commence the flap retraction sequence & clean up the aircraft to the after take off checklist. REMEMBER - your brain is 'maxed out' & it is rapidly running out of 1's & 0's ever since you commenced that natty NPA; opt for a level of automation - especially a PITCH MODE commensurate with the amount of brain cells you can devote to it. A lower level of automation might just be the solution you are looking for to complete the flap retraction sequence & climb to the missed approach altitude.

Reads this one statement: 'Is it easy to update AFCAD data? If that's the case, I could just plug and play.' & receives absolute affirmation why he does not come here very often Is the 747v2 ready? No. Bye.

FWIW the entire Qatar Fleet of B77L & B777F are also equipped with the 115BL1 rated engine.

I really do worry for our future ... are we really becoming this stupid? I guess so. Shades of Pabari Mk II & all those who trod before ... here today gone tomorrow. Somebody please pass the salt.

Vernon you really are about as dumb as they come & I knew this was coming - you have been name dropping for ages about your real world sources. Why did you not quote the proprietary material that came with the product provided by PMDG? Instead you hyperlink to third party documentation belonging to a real world commercial source & whether out of date or not it contravenes just about every copyright license in the book. Yup I am not the forum police but things like this can become troublesome for not only PMDG but for AVSIM as a whole. It's not smart & not clever & if you just spent just a teeny bit more time READING your source material instead of gobbing off about it like the many who have trod before you might have actually picked up something useful on the way. I can feel the flames of self righteousness licking at my feet right now so I will reach for the flammazine cream & head for the door.

Another reason not to buy FS2Crew then.

Try 13kg/min ... you favourite EU operator uses this & plans with a standard 15 mins of TAXI Fuel which gives them 195kgs INCLUSIVE of APU usage which is normally kept to a minimum ... if the OAT is ABOVE +5'C & BELOW +25'C they discourage the use of the APU altogether in lieu of Ground Power until it is time to close the doors. Whilst you are at it I have noticed that you have been using some very crap cfgs for 'your favourite EU operator' from various screenies you have been posting. Can I suggest you follow this shameless plug & get these 'paints' by Christian Mohr as the cfgs are as spot on as they can be within the confines of what PMDG currently offers for the NGX (I did the cfgs): http://library.avsim.net/esearch.php?CatID=fsxacrp&DLID=186747 Happy Flighting

You are possibly all talking bollox chasps ... it is in all likelihood our old friend the Bituminous Runway or Oil Treated Runway or a similar type of Taxiway or Apron surface that can be present in many AFCADs back to haunt us from our FS9/FSX days. This surface is still selectable by scenery designers in LMs P3D & will also be apparent if you port across scenery from FSX to use in P3D & it has been used by the scenery designer, it may also be present by default in some native P3D scenery that has been ported across from FSX ( that have not been able to fix everything just yet!) For some reason since FS9 days PMDG products don't really like these type of surfaces. I found an excellent freeware AFCAD for LIRA Rome Ciampino (FSX) the other day & after fixing the PAPI, NAVAID, RWY Lighting & Marker harmonics (they are NEVER right - even with most quality payware save FSDT) I forgot to fdo a final check of the RWY surface with ScruffyDuck Software's excellent ADE programme. Lo! earlier this evening on the way in from Athens in the NGX I had an ... ahem ... very interesting roll out down the runway as it was still a Bituminous Runway ! Your simply looking too far into the woods for something that in reality is staring you in the face.

More rocket science I tell ya!

Yawn Yawn Yawn Wow ...... somebody went above 250 below 10 .... no way .... I'll eat my hat .... never happens .... EVER. NOT! You know ... it might just be that the pilot might have been aiming for .... wow lets see ... perhaps ... say ... 320kts on the MCP SPD Knob & well ... he ended up 1 knot out through .... well perhaps task saturation ... & then perhaps he thought .... well ....1 knot wont hurt & it will sure cause a commotion on the PMDG NGX Forum! 'Dive'nDrive' ..... 'Dive'nDrive' For all you sheeple in the 'nobody EVER EVER EVER does more than 250 knots BELOW 10000ft' camp here is a thought for you to ponder .... Next time you are in either the NGX or the 777X take a look at the CLB, VNAV CLB, DES or VNAV DES pages .... ECON is there for a REASON folks & the ECON SPEED is usually a WHOLE LOT MORE THAN 250 kts Think about that. https://youtu.be/4ab7F1FQrtA

In addition to utilising something like FS Real Time (really handy with little or no impact well worth the price) it's also handy to set your 'flying PC' or 'flight simming' PC & any peripheral networked PCs or laptops to UTC/GMT without the DST option ticked via the Windows Clock. Despite what any naysayers might have you believe it will not affect things adversely one jot & I have been doing this happily for years (now living in a considerable UTC offset for over 4 years). FWIW mariners, the military & many other fields of transport, science & commerce also use UTC/GMT.

Your attitude sucks fella, tis you with the high & mighty attitude. I guess taxi in on one engine does not qualify for single engine ops in the taxi...how mistaken I am. Good day.

POT: 'Hello KETTLE this is POT over.' KETTLE: 'KETTLE - send over.' POT: 'KETTLE I have your colour as black - confirm colour over?' Its a little rich to accuse some people of throwing around pseudo RW experience when you yourself throw in some partially correct factoids from a supposed RW source you claim to have laid you hands on whilst rubbishing the manual that came with the product as some sort of 'gamey quick start guide'. Especially two or three posts after somebody has revealed some info from a large South American NG operator. Then you wander off on tangents talking about 747s & Airbuses which are totally irrelevant. The funny thing is - the operator that you boast about actually does have a procedure for single engine ops under certain conditions. The trouble is you just sound like another 'FS 101' type of person who seems to skim read & not study deeply enough before pressing send. If that is incorrect then apologies but first impressions & all that. Many people here do not have the luxury of access to RW info like you might have; that is why many of us like to point them gently back to the reference material that came with the product. Its the best starting point & lowest common denominator. The manuals that did come with the product contain pretty much all of what most simmers would ever need to slake their thirst. Your approach - to just throw in a few comments & slam the 'FS 101' door right in their faces in a 'nope Boeing definitely does not recommend it' style is really not very helpful. No RW experience ever claimed here BTW. Happy flighting.

Perhaps you might want to look more closely at the reference material, here are the links that I provided earlier directly quoted from the source: PMDG NGX FCTM GROUND OPERATIONS 2.14 pp98 Engine Out Taxi Appendix A.2.3 Engine Out Taxi (EOT) operations have the potential to save fuel and to reduce carbon emissions. During EOT operations, the crew’s attention should be focused on taxiing the airplane. Distractions should be kept to a minimum. Boeing does not publish specific procedures for EOT operations. Each operator develops EOT policies, procedures, and flight crew familiarization materials specific to their operation and in accordance with the requirements of their regulatory authorities. PMDG NGX FCTM Appendices Supplemental Information A.2.3 pp416 Engine Out Taxi FCTM 2.14 If operator policies, procedures and flight crew familiarization materials are appropriately applied, EOT operations can be conducted safely and should be acceptable to flight crews and regulatory authorities. Operator policies, procedures and flight crew familiarization materials should include, but not be limited to the following: •airport layout •taxiway composition •taxiway slope •foreign object damage (FOD) •airplane system redundancy •engine warm-up and cool down times •fuel balancing•crew workload and heads-down time •current weather, including temperature and wind •current taxiway surface conditions Each operator should establish Standard Operating Procedures (SOP) for EOT operations. These SOPs should provide the flight crew with clear, concise guidance for EOT operations. More information on EOT operations is available in the Boeing Flight Operations Technical Bulletin titled "Engine Out Taxi". This Bulletin can be found on MyBoeingFleet. I'd be very interested to see the reference source, edition date & page number for your source.

Wow! Do you have a reference for such a sweeping generalisation or is this another of those 'Flight Sim 101'isms' that do the rounds? The post just before yours clearly shows some reference material from a RW operator that has been produced with the help of Mr Boeing himself. If your still unsure I'll give you some more clues ... Go & take a peek into the PMDG_NGX_FCTM yep the one that was FREE with the product ... page 98 (Engine Out Taxi) & page 401 (Engine Out Taxi)

On the Subject of PFPX & ETOPs - PFPX has a wonderful function available on the Map View which can be used in conjunction with the ETOPS Tab found under the Advanced Tab in the Flight Planning Process - this is called Toggle Adequate Airports & is based around your planned route of flight that you have already created within PFPX & are using for the particular flight in question. You can manipulate this to your hearts content & really drill into the forecast WX & NOTAM situation for ETOPs ENTRY & EXIT & ETOPS ALTERNATE Airports. It helps to create the ETOPS scenario right in front of your eyes - it will pick ARPTs for you right off the bat but like all comouter programmes it is just that & you really need to interrogate to get the best result ... the old adage crap in ... crap out always stands! Its early ... I guess I should have shown this in action but alas I am not flight planning ATM ...

AFIK the ETPs are based on forecasted conditions taking into account the WX conditions predicted at the time the aircraft is expected overhead said position.

:p0128: http://lmgtfy.com/?q=Boeing+777+FMA Nice avatar BTW.

No problems ... always happy to offer an opinion. The only other point I would make here regarding 'tactical' or lower modes of automation versus higher or 'strategic' modes of automation is a caveat regarding the use of HDG SEL whilst in the Polar Latitudes: The primary roll mode for polar operations should be LNAV, which may be used with the heading reference switch in the NORM position. When entering the Polar Region automatic switching to a true north reference occurs at various latitudes dependant on the navigation capability of the aircraft. It is annunciated by a flashing white box around the word TRU on the ND. A TRUE heading reference can also be selected inside and outside the Polar Region with the manual selection of the Heading Reference Switch from NORM to TRUE. The ND displays a green box around the word MAG to annunciate a change back to magnetic reference when leaving the Polar region. HDG SEL/HOLD and TRK SEL/HOLD are functional but require they both require the manual selection of the Heading Reference Switch from NORM to TRUE. Deviations from planned route may be accomplished in TRK SEL or HDG SEL (for WX avoidance or due to high terrain). The use of the DIVERT NOW> prompt on the ALTN Page is still extant.

Just to highlight the relationship between plotted LATLONs & plotted ARPTs using the FIX Page & PREDICTED ETAs entered at LSK 6R on the FIX Page(es) I have taken a couple of 'screenies' as I make my may across the Pacific today ... The first picture shows the plotted ETOPS ENTRY point entered into FIX Page 2/4 in relation to KSFO & a 420NM range ring around it (420NM represents 1hrs still air flying time where the aircraft enters the ETOPS area). The PFPX OFP gave a LATLON for this ETOPS Entry Point (EEP) & an ETA which is taken from the take off time. By 'summing' the leg times on the PLOG you can enter the time into LSK6L in the same FIX Page & see the relationship between the plotted EEP & the ETA. As you can see the green 'doughnut' is placed directly over the plotted FIX showing out ETOPS entry point. By that time we should have contacted our dispatcher & confirmed our ETOPS Alternate suitability regarding weather etc. The next picture shows our first ETOPS pair of KSFO & CYVR with the ETP plotted & the associated ETA displayed. As both airports are within the range of the ND I have drawn a 420NM (1hr) circle around them: This picture Shows the ALTN Page. The DIVERT NOW> prompt is already set up for KSFO so if required a few presses of a button & we are on our way the nearest alternate: The flight is progressing well ... we are well into the ETOPs 207 regime & the Alternates are now CYVR & PANC & they have along with the others for the route have been entered into the ALTN Page. The ARPT Button on the EFIS on my side has been pressed & as you can see small blue arrows now point to these chosen ARPTs. My personal choice is to not keep these arrows displayed permanently as I like an uncluttered ND (like my small brain!) The distances are now huge & we are rapidly approaching the point where range rings drawn around ARPTs plotted into FIX Pages become in my own mind more of a hindrance than a help so while I still enter the ARPTs into the FIX Pages I dispense with the actual range rings (A note for the 744 v 2.0 - range rings can only be drawn out to 511NM in any case IRL). We never touched RTE 2 once. Hope this makes things clearer.

No probs ... & we never touched RTE 2 once :blink:

DIVERT NOW> in conjunction with the FIX & ALTN Pages are designed to overcome all the complexities being discussed here, after all the 777 family were designed for ETOPs flying. Good Situational Awareness (SA) will mean you will always have a plan when things start to unravel, fancy blue lines on the ND might look nice but they will clutter up the SA & you have to ask yourself - are they really necessary? If you have entered all of your chosen ETOPS ALTNs into the ALTN Page & you press the ARPT button on your EFIS you will be presented with some pretty blue arrows as Richard has already explained. Plot your ETP LATLON on a FIX Page & the Time in ZULU overhead the same ETP in the same FIX Page - that way if you are going to early or late the green doughnut will move forward or behind the said FIX on the ND - also useful - ETOPS is all about time. As for 'routes' to your ETOPs alternates - well any kind of 'strategic' flying goes down the shitter & everything becomes more 'tactical'. The worst case in a twin is an emergency descent due to a rapid decompression with an single engine failure - this will put you on one engine at 10000ft probably in icing conditions for a long period (with some operators up to 207 mins) away from a suitable airport). Eyes down on the WX radar in HDG SEL for that one if there are lots of Cbs in the area. The name of the game is to shoot a STRAIGHT LINE directly to the ALTN airport - hence DIVERT NOW> is the option you need - not RTE 2 with a fancy route you made over a cup of ambition earlier. You have just lost one incredibly reliable engine & you are now at 10000ft in bumpy icing conditions into a 50kt HWC with lots of frightened passengers heading to Goose Bay in pitch black pissing rainy icy crappy WX on another incredibly reliable engine which is burning your remaining fuel like billyo! The Thrust Mode is in CON , EAI & WAI are lit up & your mouth is suddenly dry & all of a sudden you have decided to put up the ENG Page on the Lower EICAS & you are watching the P's & T's like the proverbial! - I wonder Why?? RTE 2? I don't think so - use a lower level of automation to free up some RAM in your brain.

I'd imagine the 'grown ups' use the ALTN Page (& the various functions available there) in conjunction with the FIX Pages to create their ETOPs scenario & diversion contingency. Flight planning tools such as PFPX create ETOPs 'scenarios' based upon ETOPS Flight Rules utilising ETOPS Entry Points EEPs & Equal Time Points ETPs. These are indicated on the PFPX OFPs by elapsed time from take off & LATLONs. By doing some simple maths you can quickly figure out the time in ZULU at which you will cross each of these points. They can be entered as a time in ZULU or as a LATLON into the FIX Page. My preference is as a ZULU time. This is displayed as a small green 'doughnut' with the associated time on the ND laid over your magenta route of flight & is removed as you pass over it: The diversion airports (& range rings & radials in relation to them) in relation to these EEPs & ETPs can also be entered into the FIX Pages. Similarly these diversion airports can be manually entered into ALTN Page thus keeping RTE 2 free for it's intended purpose. RTE 2 is probably used exactly for what it's name suggests ... as a copy of the ACT RTE in RTE 1 (perhaps with a different approach loaded or whatever.) Remember that the ACT RTE in RTE 1 can be copied to RTE 2 during a DIR TO modification using the RTE COPY> option at LSK 5R during the DIR TO process. By attempting to enter ETOPs segments into RTE 2 you are making life more complicated for yourself than it need be. I would imagine that the only time a RTE other than RTE 1 might be entered into RTE 2 is where a decompression escape route is needed to get the aircraft clear of high terrain in the event of an engine failure drift down &/or rapid cabin depressurisation event in proximity to high terrain requiring the crew & passengers to remain on oxygen while the aircraft remains at or above 10000ft to clear the high terrain before diverting to an emergency alternate.

Whilst I fully understand the NGX SP1d is in all probability a 'tweaked' NGX with the WX Radar & that this thread is not a support ticket for the NGX v2.0 it would be nice to see PMDG model the CABIN ALTITUDE & TAKEOFF CONFIG warning lights (as already mentioned earlier & functioning correctly functioning! ) on the FWD Panel for the NGX v2.0 In addition, it would be nice to see the alternative Thrust Mode Display(s) as shown in the images below & a simulation of the Aspirated TAT & an option to hide/show the Fuel Flow indications on the Upper DU: Note that 'R-TO' does not indicate the type of reduced takeoff. The N1 limit may be reduced due to the entry of an assumed temperature, a takeoff thrust derate or a combination of both assumed temperature and takeoff thrust derate. In the same way 'R-CLB' indicates a reduced climb, this could be a reduced thrust climb similar in rating to CLB-1 or CLB-2. The Aspirated TAT Option showing 'dashed lines' as the FMS is not computing any Thrust Limit until the OAT is manually entered into LSK1L on the N1 Limit Page of the CDU: Support ticket submitted some time ago on these subjects, these options are actually chosen by several of the worlds largest NG operators. Would be nice to see them included in NGX v2.0 Regards.

Lots of good suggestions here. If you already have PFPX & the NAVDATA & WX Download subscriptions then this is your 'one stop shop' for all your flight planning & situational awareness needs. It can flight plan, prefile, create documentation, export the route to your aircraft in the correct format, sent the WIND UPLINK file to your 777X, & then it can provide the ATC awareness services as already provided by standalones like VATSpy, VATASTIC et al. Why bother running several background programmes when you can use one & take advantage of all it's many resources? My current flight online with VATSIM showing my prefiled route parsed into PFPX with my current & constantly updated position overlayed: https://www.dropbox.com/s/d89kjblyba8b9xz/PFPX%20World%20View.png?dl=0 Current PFPX Wind Data overlayed: https://www.dropbox.com/s/gdwb5nvg3x3x6z3/PFPX%20World%20View%20With%20Winds.png?dl=0 Live VATSIM ATC info: https://www.dropbox.com/s/3e7uaog4l21ppmn/ATC.png?dl=0