Airbrakes

Autolands are rarely done in the real world, as previously stated. A LOC is a approach with only a localizer. As a LOC approach doesn't have any vertical guidance, it is treated as a Non Precision Approach (NPA). A LOC is similar to a VOR, only the LOC leads you to the runway whereas the VOR leads you to the transmitting station. A LOC also only transmits a single beam in one direction.

I presume you mean the IRU and not ILS. Turning the IRU to ALIGN isn't required, even in the real 744. The only time you really need to turn a IRU to ALIGN is on a turnaround flight for a quick realignment. Leaving them in NAV will work just fine.

I do it the old fashioned way. For every 15* west of the prime meridian set the GMT back a hour to grab the local time. For every 15* east of the prime meridian set the clock ahead a hour.

This approach allows DME/DME/IRU in it's parameters under RNP 1.0. The 744 can fly it. :(

Negative. In order to adhere to certain noise abasement procedures, the aircraft needs to be clean ASAP. Flying around with all of that drag out will wake up everyone in the neighboorhood. This DP profile doesn't look that bad, and I'll give it a shot in the 744 when I get home and try to duplicate the OP's issue. Negative, again. The bank limit selector is usually left alone, except in a non-normal procedure like in a engine-out scenario. LNAV ignores the bank selector anyway. The only autopilot mode that follows it is heading select. When the bank limit selector is left in the AUTO mode, the aircraft's max allowable bank angle is limited by it's True Airspeed (TAS). The higher the TAS, the lower the allowable bank angle becomes. Likewise, the lower the TAS, the higher the max allowable bank angle becomes. It's done that way to prevent wing warp and overcorrections, as the outboard ailerons are also locked out at higher TAS. PANS-OPS specifies that the maximum allowable bank angle in holds at 230KIAS is either 25* or 3* of bank per second (for category C and D aircraft), whichever is less. I can't think of any situation where you would need more than 25* of bank to adhere to a turn in normal circumstances.Also, anything more than 25* will set off the GPWS "Bank Angle" aural warning.

Pick a different DP. If your groundspeed is too high, you simply cannot adhere to certain DPs that are meant for slower airplanes. I suggest that you download Navigraph nDAC and invest into some terminal charts. It's payware, but it's well worth the money to have the added situational awareness on your flight-plan. The more prepared on the ground you are, the less surprised you'll be in the air. :(

Some Departure Procedures (DPs) are meant for aircraft with a lower groundspeed. These DPs will note the PANS-OPS category (A, B, C, D, or E) of the intended aircraft on the chart. The A320 is a category C aircraft, and hence, can't fly procedures meant for A or B category aircraft as it's groundspeed is too high. You need to lead the turn in order to adhere to the DP, or you'll end up overshooting the next waypoint on the list.

Quick answer = EROPS 120/180 (Extended Range Operational Performance Standards)A while ago I bought a dispatch planner that helps immensely in this subject called Flight Operations Center (FOC). FOC will take your chosen enroute alternates and generate a Equal Time Point (ETP) in-between each alternate airfield. As you progress RTE 1, crosscheck your ETP's by placing them into the "FIX" page of the CDU. Put your alternates in RTE 2. As you cross the ETP, move the next appropriate alternate to the top of the Legs page of RTE 2. This way if you have to divert and want to remain in LNAV, all you'll need to do is activate RTE 2.Or, you can put your ETP's in RTE 1, and FIX the alternates. The trick is to create a route discontinuity in the Legs page in-between each ETP after a Go Around procedure. This will in turn display your ETP's on the ND, and the FMC won't give you any inaccurate information on ETA's. It'll look something like this;

Are you looking at the aircraft's tracked path, or the actual magnetic heading? When the ND is in map mode, the aircraft's magnetic heading is represented by the white triangle on the compass rose. The digital readout is the tracked path. You can place the ND to show raw data, which in turn will digitally display the aircraft's magnetic heading.

Yes, it was. Arrival ATIS is listed as 135.40 (I remember the center frequency that I was on prior to the arrival). I didn't change it as it agreed with what I had listed in the charts. My flight in question was EDDF - KORD.If you need my flight plan for that route:BIBOS 7F/7G ---> BIBOSUZ29 ---> NIKUL610 ---> GILDAUM14 ---> STOATUL613 ---> MOGLIUP6 ---> DIMLIUN570 ---> GINGAUN572 ---> GOMUPNAT_B ---> YDPN362B ---> SSMJ101 ---> OBKFrom OBK I planned on vectors to intercept the ILS for RWY 14R (WX was below CAT I minima).This is FSX BTW with the Level-D 767.

It was center to center, at cruise altitude, and around 60nm to the TOD each time.

Yes, the controller calls my callsign for the allocated frequency change, and I'm not running with any AI so I'm the only bird in the sky. :( I do not have autotune on contact set, however. I will conduct another flight soon and try to duplicate the problem.

My apologies if this has been asked before, but a quick search didn't reveal a solution to my issue.Anyhoot, I have a peculiar problem with centre handing me off to incorrect frequencies. I originally thought the problem was isolated to changing allocated items in the ATC General options, but the problem persisted after I left that alone. My problem;Usually on arrivals the controller will tell me to contact XXX on 123.45 (for example). The problem is that I'm already on the frequency that the controller wants to hand me off to - therefore, option #7 (acknowledgment) and option #1 (acknowledgment and tune to the applicable frequency) does not illuminate on the ATC box. The controller then repeatedly requests me to make the allocated change, but I'm already on the frequency he wants me to change to. Is there a solution to this other than a reinstall?Thanks in advance.

IMO, you're better off going with the published charted approach. The extention point on the FMC is used when there are no available approach procedures. The purpose of the approach plate is to establish a VDP, IAF, FAF, etc to execute it as a CDAP. It almost seems like you're flying the ILS as a NPA. Flying the charted approach for the ILS will save you confusion in the long-run. :(

Might have been a soft A/T disconnect due to turbulence. Confirm the FMA readout that a A/T mode is active. If the FMA is blank, you'll need to exit VNAV by pressing Altitude Hold, then select Speed on the MCP. Once the Speed buttin is illuminated and the FMA reads a active A/T mode, you can then go back to VNAV.

Is the radar altimeter on the PFD active below 2500FT?

It depends on the specifications of the CDU. Boeing and Douglas doesn't make CDU's (Honeywell and PIP are two CDU manufacturers), but they can specify the layout of the UI in the CDU from the manufacturer for the airliner ordering the aircraft. The CG should be in the load sheet, so remember to write it down when loading the aircraft.You can override the 744's CG estimate if it disagrees with the load sheet, but usually it won't.

It's a estimation with step climbs for fuel calculations. If you want to get rid of it, change the step climb profile to 0 from ICAO.

Right click on the rotary knobs to turn them onLeft click on them to turn them off

Heading Hold and Altitude Hold does exactly what the name suggests. It will hold the aircraft's current altitude and heading regardless of the value set in the MCP. If you want the AFDS to follow a certain heading on the MCP, you need to dump Heading Hold and activate "Heading Select" by left clicking on the center of the heading knob. If you need to climb or descend, you need to leave Altitude Hold and select V/S, FLCH or VNAV.Which CMD channel you select doesn't necessarily matter. If your problem was related to a FCC fault, selecting a different CMD channel would activate it's associated FCC and deactivate the faulty FCC. But, on the opposite side of the coin, the F/D crosshairs would extinguish if the onside FCC failed.It seems the autopilot issues might be related to weather. Try running a flight with one of the default weather themes and see if the issue persists.

Yaw Dampers don't assist in a engine-out asymmetric thrust scenario, but it depends on when the failure happened. If the failure happened during a multiple CMD approach under 1500' RA, the AFDS would correct for the asymmetric thrust, but only at that time (it's almost identical to the 767 layout). You need to adjust the rudder trim manually to compensate for the added yaw. Rudder trim is only used to compensate for asymmetric thrust, which the amount of trim required will change based on how much thrust the operating engines are giving. Trim is a secondary flight control though. Use the pedals first, then trim the pedals into the neutral position. The crosswind technique is actually rather simple. You crab into the winds with the ailerons (not the rudder) until the aircraft's tracked path matches the runway heading. You then use the rudder to align the nose of the aircraft with the runway under 500' RA.I also want to note that MSFS is buggiesh when it comes to a sophisticated yaw damping system. I don't think the yaw dampers work properly when the autorudder option in the realism menu isn't checked.

It's the same panel in both sims, so you shouldn't have a issue using the tutorial in FSX.

I'm thinking that something wasn't set correctly on your altimeter. When the controller clears you to an altitude and notes flight level instead of feet, it is a altitude above the transition, therefore you can set the altimeter to ISA, which is 29.92 inches of mercury or 1013.25 hectopascals. In the US, the TA is always going to be 18K as anything above the TA takes you into class A airspace up to FL600 (class E airspace is above FL600). Other countries the TA will vary. You can set the altimeter to ISA before you reach the transition altitude if you are cleared above it. A good way of checking the altimeter is set correctly is to check it against the standby altimeter once at a level altitude (use some of MSFS's bugs to your advantage :(). It also wouldn't hurt to check your transponder and ensure it matches the squawk code the controller wants you to report. If this happens after a ATC handoff, it's likely a transponder issue. You can bypass this by handing the comms to the Virtual First Officer (VFO) and he'll change the squawk code on ATC request.

Usually when you are thrown off to center from departure, you are given clearance to resume own nav above a certain altitude.

I doubt we'll be seeing a PMDG quality 787 anytime soon, considering the real bird hasn't flown yet. :(