G-CIVA

Absolutely, they make all the difference.

Its not an Airbus or an MD11 - you can create a stall or dangerous situation even with the A/P engaged. Yes - then for US coverage search the AVSIM files for US SID/STARs by Dan Downs. Yes - Totally different design & philosophy.

It can, it's part of the Boeing philosophy, the pilot is in command & only a silly pilot would do it slow below (Min Clean) without Flap. The current AIRAC downloadable from Navigraph should do a pretty good job on the STARs & yes flying the aeroplane is up to the pilot during all phases of flight.

The 'CONFIG WARNING' sounds if the FLAPs are set to the landing range (25 or 30) when the LDG Gear is 'UP'.MCP SPD INTV is the correct technique for slowing/controling SPD whilst conducting an ILS or Non-Precision Approach (NPA)(in V/S) which is what I think you have been referring to all along. An RNAV Approach using VNAV is a different kettle of fish altogether - best to master the ILS & NPA techniques - the manual that came with the products has the info you need Ch 10 pp 1 - 19. You'll still be using MCP SPD INTV on an approach using VNAV & you may even conduct the intermediate phase of the approach prior to the FAF in a pitch mode other than VNAV - which will require an MCP SPD INTV.As said earlier...there are many ways to skin a cat...adding a complex amount of ALT/SPD restictions to the APP in the LEGs Page is just making your life more difficult.Aviate, Navigate, Communicate.

Not really...its Boeing philosophy.VNAV is a strategic tool that enables you to cross vast distances, continents & oceans at an optimum SPD & Profile, in conjunction with the Cost Index it can adjust your ETA over a given point in time & space.FLCH & V/S are tactical tools better suited to flying the aircraft in a busy terminal area where pilot intervetion immediately changes SPD, ALT & rate of descent in response to ATC instruction...they also reduce the amount of 'heads down' time where a good look out is required. Try flying a complicated approach online in VNAV & you'll soon see why.Whilst VNAV is used IRL during descent & initial approach your more likely to see FLC & or V/S during the latter stages for the reasons above.

In VNAV you will have to use MCP SPD Intervene to slow down & deploy flap in a large Boeing...unless you attempt to manually enter SPD/ALT restrictions at every WPT on the LEGs page...which is somewhat unrealistic. Try using FLCH or V/S whilst maintaining the VNAV descent profile...in this way you will be able to control the SPD accurately as the MCP SPD Window will be open.

Glad to have helped in a small way...all you need to do now is join us :(

Excellent...glad it is now sorted...I would have posted some screenies to assist but I am a long way from my flying PC at the moment...apologies for that...get a similar key mapped for the A/P & you will be there.

Some pointers from the VA I fly for based on RW procedures:Using our Normal Checklist as a guide:Safety Check - Commenced with the STAT Page displayed if electrical power has been established.Or during Electrical Power Establishment - From the STAT Page the ELEC Page should be selected.Following this each page should be sequenced...particular attention paid to the ENG Oil Qty(s), HYD SYS Qty(s), Crew & Cabin Oxygen Qtys, Doors, Brake Temps & ECS Page finally returning to the STAT Page. The STAT Page should be carefully monitored during the APU start sequence on the stand prior to the Before Start Checklist.Before Start - Following the checklist through the FUEL Page and then ending with the DOORS Page displayedPush/Start - From the DOORS Page to the ENG Page as the 'Start Approved' item is passedAfter Start - Once all 4 engines have 'stabilised' & all ENG parameters are in the normal range the STAT Page should be displayed...the APU shutdown sequence should be carefully monitored as this item is passed on the After Start Checklist.Before Takeoff - The Lower EICAS Screen should be 'blanked' following the flight control check during the Before Take Off Checklist.It should then remain blank for all phases of flight, each system page is called up from time to time when such relevant systems require any normal/non-normal procedures.A good example is the fuel page which should be called up for normal configuration changes.The applicable system page should 'self-recall' in an abnormal situation...i.e the ENG Page should 'self recall' in the event of an ENG Failure or abnormal parameter.The ECS Page or ENG Page should be called up during the Descent Briefing & the LDG ALT (displayed at the bottom of the Upper EICAS) cross checked for error with the figure displayed in the LEGS Page in the FMS opposite the WPT entry for the ARR RWY.Once this check is complete the Lower EICAS Screen should be blanked during normal operations.After Landing - The STAT Page should be displayed as the APU is started in order that the NHP can monitor the APU start sequence...thus the STAT Page will remain displayed right through until the last item on the Secure Checklist...& appear again upon electrical power re-establishement.Sorry but you would have to join our VA to get your hands on the Normal Checklist :(

In the PMDG drop down on the native FS Toolbar....PMDG>GENERAL>KEYBOARD COMMANDSIt is there...might not be called 'Autothrottle Soft Disconnect' but it is there...as is the same for the A/P.Assign a keyboard shortcut....ensure that this is then replicated with the same keystroke command in the native FS keyboard commands & then via a registered copy of FSUIPC map a button on your yoke to send this key press to FS.

Therein lies the issue....you need to map an A/T 'soft' disconnect switch as already described...by using this you will have the A/T switch in the ON postion & full manual control of your throttles if you need to:

True...To expand...the A/T 'soft' disconnect option in PMDG keyboard commands replicates the A/T disconnect button on the Yoke & the A/T Disconnect Switches on the outer sides of throttles #1 & #4.By pressing either of these the A/T is disconnected but the A/T Switch on the MCP remains in the 'ON' position. The engaged THR Mode on the left of the FMA will blank. The A/T disconn EICAS advisory is annunciated & this can be cancelled by a further activiation of the A/T 'soft' disconnection feature.Best way to map this....1. Fully registered version of FSUIPC2 & 3.Assign the same keyboard shortcut (a letter on the keyboard) in the native FS keyboard assignments & PMDG keyboard assignments drop downs.4. Using the FSUIPC keypress function assign a button on your yoke to 'send to FS' the same key press.1-4 take less than 5 mins to set up.The G/A mode will not work realistically otherwise.

Good Point Rob!!I was assuming your statement about the A/T 'soft' disconnect was true...as is the case for my set up...should this not be the case then this is most likely where issues are occurring.Second press of the TOGA Switch(es) during take off also deletes any preselected Assumed Temp & full TO THR is set in the PMDG addon...useful for eng failures at heacvy weights.

One press of the TOGA Switch(es) should command G/A Thrust, 'THR' should become the Speed Mode on the FMA & the F/D Pitch Bar should command a 2000fpm rate of climb. At aA an alternative Pitch Mode should be selected...FLCH or V/S would be better than VNAV at this stage because you will be be better able to control the subsequent acceleration & 'clean up' - still following the F/D Pitch Bar.If another approach is planned then the SPD should be increased to the Flap 5 Min Manoeurvering SPD (which for the sake of argument is approximately the Flap 10 Bug + 20kts & in the region of 190kts). The THR REF Mode can be changed to CLB by pressing the THR Button on the MCP immediately followed by SPD to prevent THR REF power being applied in the event of an early ALT Capture or worse an overspeed scenario, or use the THR REF Page of the FMS to select the same.If your F/D was switched OFF then during the initial rotation to positive pitch attitude they should be switched them back on ASAP.A second press of either TOGA Switch selects full G/A Thrust & 'THR REF' is annunciated on the PFD...the full power of the engines is then unleashed. For go-arounds above 1000ft AAL you could press the TOGA Switches once immediately followed by FLCH with manual SPD control to achieve the desired clean up. I would recommend changing the THR Mode to CLB or CLB-1 if a diversion is planned & the aircraft is cleaned up. Alternatively if you are on the ILS with SPD-LOC-G/S annunciated on the FMAs the F/Ds could be switched OFF/ON & A/P switched OFF/ON & alternative ROLL/PITCH Modes could be selected...if the A/T was not active the THR Levers would need to be manually advanced & then adjusted by hand to satisfy the performance requirements.The THR REF Mode can be changed to CLB by pressing the THR Button on the MCP immediately followed by SPD to prevent THR REF power being applied in the event of an early ALT Capture scenario. Without the A/P engaged you need to control pitch manually using the F/D pitch Bar to maintain approx 2000fpm climb rate...that may be somewhat less then 15' Pitch attitude.The A/T need not be engaged...G/A mode is armed of the Flaps are out of UP or if the G/S is captured.Because we all fly as single pilots I would recommend getting the automatics back in control ASAP after committing to the Missed Approach...this will free up some 'grey matter' to manage the ROLL Mode above 400ft & the 'clean up' & SPD control above aA.

JAR OPS Minimum Landing Fuel for the 747-400 is approximately 4700kgs of fuel...this is an absolute minimum & is rarely if ever seen even after a missed approach & diversion to the primary commercial alternate. YSSY is considered by some International Carriers as a 'Remote Alternate' - the commercially preferred Alternates for 747-400 flights into YSSY are in order of priority: Melbourne (YMML) DIST 414NM Flight Time 1hrBrisbane (YBBN) DIST 472NM Flight Time 1hr07minAdelaide (YPAD) DIST 643NM Flight Time 1hr30minTherefore if YMML was selected as the primary alternate you would expect to land with approximately 20000kgs of fuel remaining.So landing with less than 1500kgs of fuel remaining leaves you all out of options. Even flights landing at London Heathrow (EGLL) using London Gatwick (EGKK) as the primary commercial alternate (less then 50 NM away) do so with approximately 10000-11000kgs of fuel remaining under normal conditions.Just some food for thought.

I am still with FS9 & a fully registered version of 3.98 works fine for all my needs.Once calibrated....Have a look at pp23 of the PMDG 747-400 Manual & try things with the A/P Controls Override Options disabled/enabled & see if this makes a difference.

You really do need to use a fully registered version of FSUIPC to get the best out of a complicated addon like a PMDG product. Not only can you calibrate a myriad of primary flight controls, you can map additional buttons & levers to Autopilot 'Soft Disconnect', Autothrottle 'Soft Disconnect' & others items like the Throttle Mounted TOGA Switches & Landing Gear Lever. FSUIPC also allows you to 'squeeze & slow' the effects of external WX Programmes on complex addons such as PMDG Products.You also need to bear in mind some of the logic built into the PMDG 747-400 which replicates that used on the aircraft in real life.The Air/Ground Logic will determine whether REV Thrust can be used, tilt switches built in to the Body Gear tell the aircraft systems whether the aircraft is in Air or Ground Mode. In Air Mode REV Thrust is quite obviously innoperative.In Gound Mode the same logic prevents the Reversers deploying unless Throttles #1 & #3 are at the Idle Stop on the throttle quadrant...even if you conduct an Autoland & the Autohrottle retards the thrust setting to idle you must ensure that you manually move the throttle lever(s) on your yoke to the Idle Stop as you disconnect the Autothrottle...if you leave your yoke throttle lever where it is the Air Ground logic will not allow REV Thrust to be used because it has sensed that Throttles #1 & #3 are not at the Idle Stop.

Not quite...you need to establish electrical supply correctly first...EXT PWR #1 & #2 will suffice. The APU can be started later.

Ok,3 ways to input a LATLON into the 744 FMS:There is a method that codes the LATLON into a series of numbers & letters which are held in the NAVigation DATAbase...these coded WPTS occur at standard intersections at 20, 30 , 40 , 50 & 60W on the North Atlantic routes & are also used to code LATLON intersections in other areas of the world.So, 5300N 02000W is actualy 50 degrees North & 20 degrees West, coded as 5020N...this coded WPT may be entered on the RTE Page, the following are examples:N Lat W Long - N46W050 - 4650NN Lat E Long - N50E020 - 5020ES Lat E Long - S50E020 - 5020SS Lat W Long - S52W075 - 5275WWhere the longitude figure (E or W) is 3 digits:N Lat W Long - N37W125 - 37N25N Lat E Long - N06E110 - 06E10S Lat W Long - S20W125 - 20W25S Lat E Long - S06E110- 06S10The majority of LATLON intersections worldwide are 'coded' in the current PMDG AIRAC Cycle available from Navigraph.More interestingly if a coded version of the LATLON does not exist in the NAVigation DATAbase the user MUST enter the coordinates via the LEGS Page in the either of the following 2 formats:Expanded Format: N5300.0W02000.0orStandard Format: N53W020The expanded format is more often used where mins & seconds of LATitude or LONgitude are required, for example:N01030.0W010.30.0My personal preference is to enter all NAT LATLON entries in the Standard Format, or, where necessary in the Expanded Format, by doing this it is clear to the eye..useful on the North Atlantic at times of high workload when a full position report is required.

830 - Minimum Decision Altitude MDA - set as BARO in FEET on the PFD against the local QNH. The height at which visual reference to the landing RWY should be achieved or a Missed Approach commenced. A, B , C & D refer to ICAO Aircraft Categories. VOR DME indicates that this is a Non-Precision Approach using VOR & DME data for navigation reference/guidance.500 - Height in FEET above airport level (aal).1500 - Runway Visual Range (RVR) in METRES - visibility required to conduct the approach.TCH - Threshold Crossing Height - the minimum height at which the aircraft should cross the landing runway threshold. This is particularly important in the case of large passenger transport aircraft where a lower height across the threshold may cause the main landing gear or underside of the fuselage to come into contact with obstacles such as fences or approach lighting systems.

Yes, from the left lever 1 controls the throttles normally, 2 is disabled & 3 controls REV Thrust.No, it wont work without a registered copy of FSUIPC...which you also need to control the rate at which external WX programmes interact with FS but that's another subject altogether.You should be able to find reverse thrust under the Joystick Calibration by scrolling through the various menus using the > prompt, to start calibrating any lever or control move it & FSUIPC will sense this & display its properties.Edit - the whole point of disconnecting the YOKE from FS is to allow FSUIPC to control the inputs made by devices such as Yokes & Rudder Pedals.

It looks massively over complicated ATM,Disconnect your Yoke & Pedals from FS & fully calibrate via the FSUIPC interface...in the default FS Cessna. This includes Toe Brakes on the Pedals which do require a 'null zone'Load up the PMDG 744 & get her powered up....Match native FS Keyboard commands with those in the PMDG Keyboard menu...E.g. In both FS & PMDG I have set TOGA to be activated by one press of the letter 'T'...via FSUIPC choose the button you wish to use & via the FSUIPC Buttons & Switches tab you can now assign a keyboard key by pressing the 'Set' button and typing a letter in the value box...ensure that you tick the box 'key press not to be held' You can continue to do this for other buttons such as A/P & A/T disconnect functions. For things like landing gear you can use the 'Select for FS Control' tick box to ensure the correct command is sent to FS.I have 3 levers on my CH Yoke, the left hand one controls all throttles & is assigned & calibrated in the normal way.The centre one is disabled.The right hand one is assigned & calibrated for REV Thrust in the same way as the left hand one - except that I have reversed the axis via FSUIPC & it is pushed forwards to activate Reverse Thrust...due to the air/ground logic built into the PMDG 744 it will only work when the aircraft is in ground mode with the throttles at the idle stop. By doing this I have full authority over REV Thrust & can select anything from Idle REV right up to Full REV.Whe you are happy you can do ground runs to check TOGA, RTO, Brakes, REV Thrust & Flight Controls...then into the air to check the A/P & A/T disconnects, more flight controls & some landings to tie the whole lot together.

This might help - its a good document to keep:http://fsuipc.simflight.com/beta/CH_Controls_with_FSUIPC.pdf

Yes and have them reaching Idle Thrust as you touchdown. They must all be at idle thrust to engage REV Thrust.

So the aircaft is not in the air then. The ground air logic switches from air to ground as the MLG bogies move from their inflight 'tilt' on contact with the ground. Ground logic activates Spoilers, REV THR & AUTOBRAKE amongst other things.