machine2035

Which unfortunately is only AS2012. The data is available, but not in the EXACT same format. For example, PFPX has the data (wind & temps @ FL's), but it isn't presented in the exact same format.. Guess I will have to write a script.

IIRC, All of UA's new 900's are being shipped with the PFD/ND instead of the EFIS/MAP display setup now. They also have relevant CBT training detailing the differences which is produced by a company called CPaT. All the Southwests NG's got converted when they went for full RNP approval. I think their classics are also being fitted out with EADI/EHSI (or PFD/ND if you want to say so).

Well it surely is a suprise to me, but it isn't the main one that everyone has been talking about. The big suprise is something outside the airplane (outside the cockpit I think?) I will be dissapointed though if only AS2012 is supported, many users have now moved to superior weather programs in FSGRW and OPUS.

Just watching Froogles "Fully Loaded" video and noticed it is possible to copy the wind block data from AS2012, chuck it in a notepad file, name it the same as the co-route (but put .wx instead), and the enroute winds will be downlinked into the FMC (well actually I am assuming so, I haven't actually watched the rest of the video yet only the first few minutes where he chucks it in a notepad file. I am just assuming what will be in the future of the video ^_^ ). My question is does this support other weather clients aswell, mainly Opus? Opus uses GRIB data (and I believe this data is available from a notepad file somewhere) so I assume it would be possible to use...and as you know, GRIB data is what is used by airline's flight planning software and hence downlinked to the aircraft when the wind data is requested via ACARS. ...anyway super cool feature.. No longer will I develop RSI (nearly wrote RSR instead ha) from putting them in manually! :lol: B)

Yeah, I am seeing -2 as the default maximum cargo weight :lol:

I will be more than happy to do a guide on how to obtain your ETP's etc and what/how to put things in your fix page (Like Luke is doing with his ETP that funky looking lat/long!). You learn how to calculate ETP's/PNR's using a formula during ATPL - Flight Planning (I think PNR's are even in the CPL syllabii for most countries). With the latest release of PFPX, this had made obtaining the location of your ETP for airport pairs most convenient and very easy. ....anyway expect a guide from me once the bird herself is out explaining how to fill out the navlog with AFREM's, ATA's etc, and how to understand numerous parts of an OFP an how they can be useful in a flight with an aircraft such as the 777 (of course unless I get beaten by some sort of PFPX tutorial within the PMDG tutorial or one of the other testers makes a guide).

Sorry, misread your original post. Thought you meant you can't cancel a de-rate, period (as in it was a permanent fixture like a factory de-rate). It is also possible to cancel any derate thrust limits by pushing the TO/GA switch a second time.

Are we talking about factory de-rates here or a de-rate entered through the FMC? Obviously there is the GE90-110 and GE90-115 which are both the exact same engine but one is factory de-rated to 110,000lbs. However, you can still de-rate each of them through the FMC, and these can obviously be cancelled and are used when deemed neccesary by the performance manuals/software.

Turn on 'Enhanced GPWS' under [sOUND] in the MCDU2.

So Kiwis can fly afterall.... :lol: B) Thanks for pics Mark P.S : Damn those mighty all-blacks....Us poor Wallabies want the bledisloe back!

Ok, yes, I was just able to obtain an assumed temp. I might play around more with the program and profiles and see what I can come up with.

Thread title reminds me of what I saw in a USAF KC135 earlier this year. They had a nice little sticker out back aswell.

Yep, as Rendi said above. If your prior to T/D (so you haven't reached the white hockey stick yet), it will start a -1000fpm early descent until intercepting the calculated descent path.

I would ask your VA to check. Since it looks like this is VA ACARS program, ask them to verify how they are checking wether you are online or not. If using the data servers, there may be a connection issue since the server issues which were ongoing over the past week or so. If you are definately connected to VATSIM, it would have to be related to the VA's ACARS system.

Luckily with testing on with the Majestic Q400 I did not have to verify the RPM of the propellers was correct (left my speed sensor at my vHouse) :lol: B) .....but creating pages and pages of spreadsheets on the Aerosoft AAX for climb/descent performance was always a stimulus for going and making a fresh brew of coffee.

You are able to get V-Speeds on the released OFP, hence why in the flight planning template there is a whole section on take-off performance. Numerous commands include; <&TO_V1> <&TO_Thrust> etc etc. Just had a look at this. Using the included PSS 777 profile, it calculates a de-rate but no assumed temperature. Most airlines use the ATM (Assumed Temperature Method), so right now this program is unfortunately no use to me.

Does it begin with S... I have a sneaking suspicion (damn thats alot of alliteration) :lol:

Take that as a hint... :dance: Don't forget to sign your full name when posting in the PMDG forums B)

There are also charts/tables which will calculate the neccesary reductions required to your v-speeds to provide a selected margin. Therefore the speeds can be un-balanced (For those unfamiliar, a balanced v speed means stop distance = take off distance required). Remember, that airlines and software developers all get their data from somewhere in the first place - Every thing is able to be calculated manually... It is just very time consuming, and for most of the general public, such manuals/info from the manufacturer is not available (I am just fortunate I have it). I agree TOPCAT would make it a tonne easier, hoping Christian can create a profile sometime in the future once PFPX settles down.

Hi Richard, The FMC is only able to calculate V-Speeds. As mentioned by some others, it is unable to calculate using the ATM (Assumed temperature method) for an assumed temperature and associated de-rate rating. Usually if the figures in the FMC are conservative compared to what we calculated, we will use them anyway (but keep the assumed temp/de-rate that was calculated). In regards to your TOPCAT/PFPX question, I am not too sure what you are asking. TOPCAT is not needed at all to use PFPX for it's main purpose - to generate/build a flightplan and hence release an Operational Flight Plan. On aircraft which are supported by TOPCAT (not the 777 at this stage), the only advantage of having TOPCAT with PFPX is that you can incorporate the TO DATA directly into the OFP release rather than calculating it at a later stage individually with TOPCAT application. I assume we will see another 3rd party dev such as Aurasim or that bloke that made the freeware NGX take-off data calculator some time in the near future... I just hope those which would like to have some primitive performance method prior to these such tools being released.

Cheers for the update, RSR. I am amazed at the fact the team pulled 18 hour days at some stage. Hope they didn't crank open too many Red Bulls (we don't want the dev team getting any heart issues now do we :lol: ). Looking forward to flying her later this week!

Okay. So basically, the purpose of the 'TO1 Takeoff Weights' table is to be able to convert the figures calculated by the 'Takeoff Charts' into ones that take-into account the 10% less thurst available For example, you find, after plotting your lines on your 'Obstacle Limit' chart, that your obstacle limit weight is 280t. If you look at the TO Takeoff Weight table, you can see that corresponds to 251.9t. So therefore, using a TO-1 derate, due 10% less thrust, your now limited to a MTOW of 251.9t. On a OPT or similar tool in real life, usually the MTOW is follow by a letter. A number followed by S, usually means structural MTOW (so what the plane is designed to go to), or a L which means limit (due to obstacles, brake energy etc.) I have only ever seen a few cases were MTOW are limited by brake energy or tire speed, but there are a few airports where obstacles play into the game. It all just depends where you are flying out of. Hope this helps a bit.

Currently at work on my iPad, but when I finish in a few hours ill explain it all - unless someone beats me to it :-).

You're welcome. If anyone has any other questions regarding understanding some of the data presented in the Performance Dispatch/Inflight sections of the FCOM, please ask away!

Some may see some nice new features in this pic of the ND (Posted by fellow beta tester, Patrick, in the Aerosoft preview forums). She is really coming along nicely.