Airbrakes

It depends on winds and what the AI traffic is doing. If winds favor 07R, ATIS should reflect when updated. However if the AI is using 25L then that's where you'll get the clearance to take off from. You can also select a departure runway of your choice though.

Just to add to Bruno's post;I would just fly VFR and pretend you're IFR. It's much easier to learn the Queen that way. If conditions at the departure or arrival airfields don't meet VMC minima, your VFR request will be canceled by tower as the airfield will be IMC only. You can just change the weather to the default clear skies theme to avoid this problem.

If you end up activating a VNAV descent before the FMC's calculated TOD is reached, VNAV will pitch the aircraft to maintain a -1200FPM descent rate until the vertical bearing is captured. If the controller tells you to descend ASAP before the calculated TOD, it's best to dump VNAV and use FLCH (Flight Level Change) or V/S (Vertical Speed). When you're under radar vectors, it's also best to dump VNAV as the FMC calculates the vertical bearing based on the entered flight plan, and entered altitude restriction at a particular waypoint. Default ATC will always use vectors, and as previously noted, they cant maintain proper IMC separation (kinda defeats the purpose of vectors IMO).

As far as flying itself, there isn't much of a difference between the two. Correct, I do use the 2d panel. I can suggest that you keep the MCP updated, as in selecting VNAV, LNAV, or HDG SEL, etc and follow the crosshairs on the flight director. Keep your turns smooth and coordinated as the Queen doesn't like to be bullied around. Also, don't forget to trim the aircraft. Landing is easy once you get the hang of it. I don't know what DVA SOP's are but try doing some landings with flaps at 25. Make minor corrections once you're established on the localizer and glidepath. Use the ailerons to align the aircraft's tracked path with the runway and use the rudder to align the nose, if necessary during a crosswind. It takes a lot of practice to get decent at flying the 744 manually, but when you get the hang of it, it's very rewarding.

I wasn't calling you a pirate, just pointing out that you needed to sign your name or a moderator would lock this thread.One more suggestion I'll make is to ensure that the standby power switch is set to the "AUTO" position and the battery is turned on.

If nothing is pre-selected, nothing will appear on the FMA other than TO. If you turn off the F/D's before engaging the A/P, the AFDS on the 744 acts in the same manner as the 763, or should.

If your airspeed is bleeding off for no apparent reason, it's more likely related to the weather. Next time you get a high TAT/SAT, you can change the weather manually from the drop-down menu. Press "ALT" and go to World--->Weather. Just click on "OK" and the weather will refresh itself. Bit pedantic but the EEC's (Electronic Engine Control's) configure the maximum thrust rating based on calibrated ISA, or ICAO Standard Atmosphere and engine limitations. The TMC (Thrust Management Computer) sets the thrust setting for the A/T based on the FMC selection. When the Low Pressure (LP) spool, which is N1, and the High Pressure spool, which is N2 (applies to the GE and P&W engines as the RR RB211 is a 3 spool, N1 fan and Intermediate Pressure (IP) spool, N2 LP spool and N3 HP spool) are maxed out to the TMC setting, they are firewalled, yet Engine Pressure Ratio (EPR) will bleed off if the air pressure at the nacelle is higher than normal. Turbofans work by drawing in outside air through the N1 fan, and compressing the air as it passes through the LP and HP stages. The LP and HP compressors are a series of foils, or fan blades, that are linked to a turbine on a shaft which pull in air from the previous stage and push it to the next, compressing the air as it passes the stage. From the HP compressor, the air is mixed with fuel in the burner and ignited, then extracted through the turbines and nozzle. It's pretty much the same concept in reality, but real weather doesn't act like the weather in the default MSFS engine. Weather related thrust issues are magnified in MSFS. There are also other countermeasures you can take, such as selecting a new thrust mode.

Might also be a payload imbalance. The aircraft will act in this manner if the center of gravity is off balance.

You'll need to be a little more proficient with your instrument scan. There are quite a few variables that will change the climb profile such as weather, weight, and changes that you make yourself (IE Cost Index). One of the best instruments to monitor is the altitude range arc on the navigational display, which looks like a green halo. The halo represents the point along the path at which the targeted MCP altitude will be reached. I personally use vertical speed on most of my climbs and grab the necessary information for optimal fuel burn from the FMC.

All that is basically for is fuel calculations. The AFDS (Auto Flight Director System) isn't going to climb the airplane unless the MCP altitude is set first. You can get rid of this by changing the Step Climb profile from "ICAO" to "0". The VNAV cruise page will still always display the optimal cruise altitude, and you can adjust the Step Climb profile in flight on this page as well.

http://forums1.avsim.net/index.php?showtopic=245586

TAT = SAT + ram rise. Ram rise is the build up of air particles in front of the airframe as it travels through the air. The higher the SAT, the higher the TAT will be. Atmospheric pressure will effect the EPR (Engine Pressure Ratio) as the air velocity exiting the nozzle needs to be higher than the air pressure in the nacelle for the engine to produce thrust. The LP and HP spools can be firewalled, but not produce as much thrust in that scenario. The SAT can be checked on the FMC's progress page 2. This effects all turbines, BTW.You can add enroute WX stations via AS, but that will come at a cost of reducing frame rates.

The item you're pointing at is the comm identifier. You'll hear a morse code beacon with that switched on (if you have a navaid dialed in the respective transceiver and are within range of the signal). There are several ways you can do it. You can program the VOR to VOR route in the FMC, as downscc mentioned, or you can go to the FIX page and enter the VORs as fixes. IE if you want to fly the 180 radial to the ORL VOR you would need to enter the reciprocal radial. IE 360/10 and drop that in 2L LSK.But to answer your question about the VOR indicators on the EHSI,

^You found the fix in item #1 you listed. It seems to be linked to the refresh rates within FS9/FSX. You don't really need to change the scenario though. If you just click on "OK", the weather should refresh itself. Be ready to deploy the speedbrakes though. :(

You need to rotate the mouse wheel up to increase the DH, or MDA depending on what you're setting. Rolling the mouse wheel down decreases the DH, MDA.

Just to chime in on this,The FMC should generate a TOD with or without a arrival runway or altitude restriction entered. The ETA to the TOD can be viewed on progress page one. Also, The MCP altitude usually doesn't get set to 0 unless the arrival airfield TDZE is below SSL. Usually, it's set to the runway TDZE rounded up to the next highest hundred, or in reality a cleared altitude by ATC or the restriction altitude as per the STAR as this gives you an extra reference on the EHSI with the altitude range arc and you won't end up busting any assigned altitude clearances by ATC. The final adjustment doesn't come until you're on the final leg.

Look at the EADI to the right of the speedtape and the bottom of the vertical tape. The Yellow "NO VSPD" or Vertical Speed and the yellow "NO TDZ" or Touchdown Zone advisories mean you don't have a departure runway/Vspeeds selected in the FMC. Once you select the departure runway and the takeoff speeds in the takeoff reference page in the FMC, you should get V1, VR and V2 indicated on the EADI altitude tape followed by the callouts once those speeds are reached.

Check the Legs page on the FMC to make sure you didn't miss a waypoint. If you didn't miss a waypoint, press 1L LSK to drag the next active waypoint and the corresponding waypoints to the scratchpad, then again press 1L LSK. Press 6R LSK to activate, then press the execute button. If issue persists, disengage the A/P and cycle the FDs off/on to clear the FMA. Then select VNAV, LNAV, and CMD. If the issue still exists, check the status synoptic page on the Lower EICAS for any off the wall control surface movements that could be related to joystick noise.If your issue is a incorrect or off the wall WX, then a quick reload of the weather should fix it.Although this may or may not help your issue,1) Set standard pressure on the altimeter by pressing on the center of the 'Baro' knob on the EFIS/MCP.2) Cut off hydraulic power to the landing gear by placing the lever to the off posn.3) Turn off the NAI/WAI. It's not needed when the SAT is -40c and colder as ice particles don't adhere to the aircraft.4) Turn off the fuel crossfeeds and the tanks 2 and 3 forward/aft override switches to clear the EICAS message.

I agree with that in so many ways.... Do you still fly with us?

It looks like a lot of your issues lie with the weather. Are you using active sky advanced or any other weather program?For your LNAV issue, did you check the legs page to clear any route discontinuities?

Yeah, this topic has been beat to death on many forums (both FS and R/W aviation forums). I personally think it's better for the engine and the VNAV FPA to select NAI before the TOD. From what I read on another forum, NAI is a preventative tool and WAI is a reactive tool.

Next time this happens to you, try pressing FLCH.

Yeah, it's in section 04 - Limitations page 8

That's in the AOM.

NAI should be turned on before the TOD if you're expecting icing conditions regardless of what the SAT is.