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G-CIVA

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Posts posted by G-CIVA

  1. Posted · Edited by G-CIVA

    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.

    • Like 1

  2. Posted

    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.

    • Like 1

  3. Posted

    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. Posted

    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. Posted

    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. Posted

    4 hours ago, aceridgey said:

     So with the picture below I am referring to my point where the flaps up speed is lower than VREF 30 + 100. That's where I am confused.

    24b6kpk.png

    (direct link http://tinypic.com/r/24b6kpk/9 )

    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. Posted

    5 hours ago, aceridgey said:

    I am pretty sure it's like this above min clean (I wouldn't have raised it otherwise). 

     

    I'll double check though but if the min clean is below 250knots, is there a problem if VNAV SPD is above 250knots below 10,000?

    ##### 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. Posted

    12 hours ago, aceridgey said:

    why is there no 250/10,000ft speed restriction in the fmc by default?

    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?

    :wacko:

     

     

     

  9. Posted

     

     

    Yes but if you can enter  them on the T7's fix  page (which you  can I do it all the time) same should hold for the NGX or 747 you would think  because a boeing is a boeing but I guess not.

     

    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/

  11. Posted

    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.

    • Upvote 2

  12. Posted

    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.

  13. Posted

    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.

    • Upvote 1

  15. Posted

    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.

    • Upvote 1

  16. Posted

    Their TCAS also has a range up to 7000ft at least as you can see earlier in the video.

     

    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.

  19. Posted

    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.

    • Upvote 2

  20. Posted

     

    Not all options might be currently up-to-date, and may be changed in the future. 

     

     

    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

    • Upvote 1

  21. Posted

    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

  22. Posted

    Look in the "Landing" chapter in the FCTM. 

     

    blaustern

     

    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.

  23. Posted

    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.

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