G-CIVA

You are indeed correct & I apologize. According to my reference material (which of course I could never ever post here for fear of something reminiscent of a Pavlovian reprisal) the heading information & the compass rose data should all be identical to the top portion of the Map Display. As you have included for reference it should look very similar to the partial compass rose at the base of the PFD. Best Steve For the Devs: With the CRT Displays selected the magenta depiction of the route should be orientated to true north but the compass rose information & all the information on the ND ABOVE the Compass Rose should be presented as it is depicted when the Map Display is selected on the EFIS Panel. For reference this is covered in the Boeing 747-400 OM V2, Systems Description, Ch 10, Sect 10, Navigation Display, Plan Mode (page reference may vary by manual type & reference). Be sure to check both CRT & LCD type depictions as the PLN Mode is depicted differently with LCD Displays.

Not sure .... I am looking at my UAL reference material now & I can clearly see 4, 1, 2 & 3.

Just before I fire & forget you have not got your HDG in TRU Mode or done anything silly have you?

Much of this is all good stuff, but, as I pointed out earlier up the thread, the type of Hydraulic System fit appertaining to your particular aircraft type should have a large influence on the method of engine start you implement. If the aircraft is fitted with a Hydraulic System that has Air Driven Demand Pumps on all four Hydraulic Systems this will have an effect the Duct Pressure & it this effect will become detrimental as the density altitude or the SAT increases. Of course if the aircraft is not equipped with an Autostart Switch at all this will require a full manual start of each engine. For example the original Cathay Pacific fleet of RB211 equipped 744 & 744F fleet were equipped with an all Air Driven Hydraulic Demand Pump Systems & no Autostart System for the engines. All of these aircraft have now been retired, scrapped or sold to other operators, if their liveries have been modelled I wonder if these features have been correctly replicated?? Just like I quoted earlier, their Engine Start sequence was in individual order, 4, 1, 2 then 3. 4 first because Hyd Sys #4 powers Normal Brakes & it is obviously important to get that engine running first. 1 second because Hyd Sys #1 powers Alternate Brakes & it is obviously important to get that engine running next. Now, 744s which are fitted with AC driven Hydraulic Demand Pump Systems on # 2 & #3 do not suffer from such a venerability since once these systems are switched on BEFORE engine start because the Normal Brakes are also powered by HYD Sys #3 & the Alternate Brakes are also powered by HYD Sys #2 - such is the redundancy built into the B747-400!. Thus there is more back up availability & less demand on the Duct Pressure & the APU which is required for Engine Start. This venerability is the reason why there is an AC Auxilliary Pump fitted to HYD Sys #4, indeed there is a customer option to have one fitted to HYD Sys #1, which many cutomers do opt for in real life. Thus if you are 'starting' an aircraft with a 'mix of Air Driven & AC Driven Hydraulic Demand Pumps the 'norm' is 4,3,2 & 1. Not all 744s are the same, just like the many variations of a basic model of a motor car. If you then have Autostart you can comfortably start 2 together - the 'ususal' configuration is to leave Pack 1 'ON' with Packs 2 & 3 OFF although some airlines like BAW start their engines with all Packs 'OFF' as they believe it prolongs the life of the APU. Others carrier SOPs vary.

For the record VS do use Kgs.

Most Crew & PAX actually board the 744 by Door 2L.

No, Clue: Qantas fly two very similar engine types that cannot fly the V Pod. Try searching by engine type. How hard can this be

V Pod Operations were only meant to be available with two of the three engine types on the 744. Try all three to see which ones are modelled?

Its a called the plan view, as in a map view so one can review the route as in like a map laid out on a table. Not normally used for navigation. Nothing strange has happened. Put it back in Map View.

Crikey, talk about trying to split the atom. Guys, the ZFW is the weight you want whether it be in the PERF INIT PAGE, inside the PMDG set up or PFPX. When it comes to TOPCAT the PTOW or the TAKE OFF WEIGHT is the weight you want. Skip the page requiring all the blurb on passenger numbers & go right into the take off page & enter the the take off weight right there, along with the weather (which you can get downloaded automatically), your chosen flap setting & thrust setting. All of these 'numbers' are already available 'as' is from the files that came with PFPX or are 'downloadable' from the Aerosoft website thanks to some already hard prep done free of charge by guys like Phil further up this thread. I am sure you will find all the numbers you want in the manuals that came with your new plaything under limitations .... somewhere in Volume 1. I wonder how some of you actually get the thing into the air.

Turn the brightness down on the individual display panels?

Think Hydraulic Systems, Think Hydraulic Systems that have all Air Driven Demand Pumps, Think Hydraulic Systems that have all Air Driven Demand Pumps & the load this would place on the Duct Pressure during ENG Start, Think about how to reduce this load on the Duct Pressure (switch two Hydraulic Systems OFF before ENG Start). Think about which two Hydraulic Systems provide the LEAST ESSENTIAL loads during push back ( 2 & 3), then think about which Hydraulic Systems MUST be ON or switched to AUX because they provide ESSENTIAL loads during push back (4 & 1). That might give you a clue why UAL start their engines in a certain way. i.e 4, 1, 2, & finally 3. UAL have 4 Air Driven Demand Hydraulic Demand Pumps fitted to their 744s with no AUTOSTART option; EVERY engine start is a manually controlled operation.

Yes I realize this .... I am hoping for something a little more refined ... to give you an idea this is what the leaders in the simulation field have achieved ...

If it is not what I quoted (first) at 'le weekend' then perhaps some kind of touchdown rate monitor. I still think pogo stick.

The now famous 'pogo stick'. Like in a strut that compresses. The will be deciding where to best conceal it somewhere inside the flight deck/virtual cabin/cargo hold/upper deck/crew rest area/lower cargo hold(s)/landing gear bays.

Careful Rudy .... you'll give people nosebleeds :wink:

What more do you want?

EDTO operations will involve 3 basic scenarios requiring an emergency diversion on these extended southern routes, in Qantas parlance they are illustrated in the third picture but are: DPA - Decision Point All Engines DPD - Emergency Descent to F140 then a diversion to a suitable alternate. DP1 - Single Engine failure with drift down then three engine diversion to a suitable alternate. PFPX allows you to create all three scenarios for a 744 model file; these can be run against you planned route against selected suitable airports - once you have checked them for sutiability (WX, NOTAMS, fire cover, availability windows etc). You should ensure that your 744 model file has no maximum diversion time or range. If necessary PFPX will add fuel to your flight plan fuel if needed to enable a diversion to the suitable alternate. Most 744 operators that fly the routes over the CIS, Pacific, the Polar routes & the South Atlantic opted for extra Passenger Oxygen Bottles to allow for extended flight at a higher flight level of F140 due to issues with drift down, EDTO & higher terrain over Central Asia. EDTO Ops at F140 allow for a better fuel burn than at F100; there is also an assumption that at F140 not all PAX will require OXY to assist with breathing once the cabin rate has stabilised.

Indeed John, ex SQ 9V-SMZ 747-419 & formerly of Pullmantur. You may have pressed an oily rag to her more than one on her travels I'd imagine? She wore the SQ 50th Anniversary Livery during that period. I was surprised to see the prehistoric OHP style projector fitted in the cabin, I guess this was a retrofit after release from SQ service - I don't remember seeing them fitted to the SQ fleet during the last few years of service during my travels to/from the old country but I could be wrong.

Robert, thank you for your explanation, the limitations of developing an aircraft using FSX are once again exposed - as I indicated in my original post. Rest assured ... I do not suspect you are attempting to 'ruin' your product before release, I do however wonder at the choice of some those 1800 selectable options (some of which don't come with the real aircraft) if things are so 'simulation limited' by a platform such as FSX in the first place. But that's just my own opinion. I probably already have a list of the relevant msn's affected buy the individual but cheers for the offer anyway. Here's a nice basic explanation of the panel we were discussing for all those still in the dark: <Link removed for Boeing Copyright Violation> Here's a the lowdown on DDG 73-21-05 for those in the dark regarding those darned EECs & the Autostart Switches: <Link removed for Boeing Copyright Violation> Not quite, but a good try.

Re read my last post more thoroughly. I did NOT discuss whether the Instrument Source Select Panel WAS working, I simply discussed the observation that the Air Data Source Selector (ADCs) & IRS Source Selector Switches did not have the various customer selectable options that the manufacturer - Boeing made available. Some 744s are only equipped with two individual ADCs L & R, some with three L, C & R, & some with the three & an AUTO Select option. In the same way some 744s are only equipped with the three IRS Selections L, C & R, whilst others are equipped with the same & an additional AUTO Selection. Failures occur differently & in different sequences with the different equipment/switch options. Boeing along with the engine manufacturer has indeed offered individual Engine Autostart Switches on the PW engined aircraft for as long as I can remember. Many of the early PW & RR engined aircraft came with no Autostart option at all. Four individual Engine Autostart Switches can be observed on the overhead panel of this early PW engined China Airlines 744 above the EEC Switches in lieu of a single Autostart Switch on the Engine Start Panel at 1m 35s ...

Unless I missed something I saw no option to simulate differing Instrument Source Select options ... namely Air Data Source Selection & IRS Source Selection the ability to faithfully recreate various airline customisable options is unavailable ... with reference to the Qantas fleet this would affect VH-OEB which is an ex Asiana Airlines aircraft, indeed any Asiana Airlines Aircraft will not be correctly simulated. Certain failures will be thus limited within the Flight Instrument & Flight Flight Control Systems Logic. I also did not see an option for four individual Autostart Switches ... also a customer option most often seen on PW engined aircraft, Korean Air, Air India & China Airlines early PAX models will all be affected, I may have missed the additional option as I say. Perhaps these 'simulations' are limited by the FSX simulations options? Perhaps we may see them in the p3D iteration?

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.