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  1. Good afternoon Mr. Frederic,i have one significant notice. Now i could create new waypoints via FIX page. For example, If i would like to start descent 90 NM before FAF: KARME (KRNO RNAV 34L), i will be open FIX page, i will be type KARME and on the second line (2L) I will be type distance in format /090. If you will be downselect 2L, FMC will be creating the new waypoint, whitch you could transfer to legs page. It was not possible before sp1c, for me. Thank you, PMDG.Mr. Fred., Do you have some notice about changes with making custom waypoints.Ondrej Benda (LKMT)
  2. Good evening, Mr. Damien, article "Airplane noise. Flight operation engineering", whitch you recommend me, make deeper my basic knowledge about T/O and climb procedure. Article "Review of noise abatement procedure....." focused my intetion to the noise abatement "approach procedure". I was finding "Sourdine II project", which explore approach procedure I., II. - Basic CDA whith 2°initial FPA and Approach procedure V with variable FPA segment at intermidiate configuration, with speed constraints. If I will find time during weekend i will try practiseing diffrences between approach procedure I, approach procedure II and V. in accordance with project Sourdine II (EIDW RNAV STAR: RIVER 1B, SUGOL 1B, REGSU 1) in FSX virtual space (of course) whith 737 NGX. It seems that this project Surdine II was carry out for airbus, but this 5 categorys of approach procedures are generaly applicable for every jet. Mr. Damien, could you recommend me some other "science" materials about categorys of "approach procedures", whitch is available for public on the internet.Thank you for your friendly attitudeOndrej Benda LKMTGood evening, Mr. Damien, article "Airplane noise. Flight operation engineering", whitch you recommend me, make deeper my basic knowledge about T/O and climb procedure. Article "Review of noise abatement procedure....." focused my intetion to the noise abatement "approach procedure". I was finding "Sourdine II project", which explore approach procedure I., II. - Basic CDA whith 2°initial FPA and Approach procedure V with variable FPA segment at intermidiate configuration, with speed constraints. If I will find time during weekend i will try practiseing diffrences between approach procedure I, approach procedure II and V. in accordance with project Sourdine II (EIDW RNAV STAR: RIVER 1B, SUGOL 1B, REGSU 1) in FSX virtual space (of course) whith 737 NGX. It seems that this project Surdine II was carry out for airbus, but this 5 categorys of approach procedures are generaly applicable for every jet. Mr. Damien, could you recommend me some other "science" materials about categorys of "approach procedures", whitch is available for public on the internet.Thank you for your friendly attitudeOndrej Benda LKMTGood evening, Mr. Damien, article "Airplane noise. Flight operation engineering", whitch you recommend me, make deeper my basic knowledge about T/O and climb procedure. Article "Review of noise abatement procedure....." focused my intetion to the noise abatement "approach procedure". I was finding "Sourdine II project", which explore approach procedure I., II. - Basic CDA whith 2°initial FPA and Approach procedure V with variable FPA segment at intermidiate configuration, with speed constraints. If I will find time during weekend i will try practiseing diffrences between approach procedure I, approach procedure II and V. in accordance with project Sourdine II (EIDW RNAV STAR: RIVER 1B, SUGOL 1B, REGSU 1) in FSX virtual space (of course) whith 737 NGX. It seems that this project Surdine II was carry out for airbus, but this 5 categorys of approach procedures are generaly applicable for every jet. Mr. Damien, could you recommend me some other "science" materials about categorys of "approach procedures", whitch is available for public on the internet.Thank you for your friendly attitudeOndrej Benda LKMTSorry my un expected mistake. I dont intended 2 copys of my one request.Ondrej
  3. Mr. Damien,thank you for your explanations and your pedagogical patient whith me. In our discussion Im confused NADP 2 and ICAO B (Procedure :(, excuse me. After your explanation its for me very clear. Your references to the internet links above, shift my intention to the arrivel procedures III. - V. and specific speed and vertical profile and descend and landing planing. My be this procedures will be in your tutorial. I will have some questions for you very soon.thank youOndrej Benda LKMT
  4. Mr. Damien,we are using the same diagrams for climb procedures, but our interpretations are diferent. You are pilot whith licence for boeing 737 NG and Im only simpilot who interest about piloting procedure. Discussion whith you is for me very helpfull (beneficial) and i woud like continue in our discourse. When im looking on NADP 2 diagram (source www.b737mrg.net) PROC B Im reading this: "at 1000 ft accelerate to flaps up speed, retract flaps/slats on schedule." "When flaps are up: maintain flaps up speed +10 kt, reduce to climb thrust." " At 3000 feet accelerate smoothly to en-route climb speed" . This sentences I was interpreted, that 1. step is acceleration to flaps up speed and then 2. step - is reduce from t/o thrust to climb thrust. Thank you Damien for your help. I would like discusse whith you about your piloting experiences. May be next topic soon.Hello Ondrej LKMT
  5. Good afternoon again captains,i was explored the NADP2 climb procedure and in my opinion i finded small mistake in fs2crew NADP2 procedure. In briefing window i was selected NADP2 procedure. When i was flying NADP 2 clim procedure, in command windows appears in 1 step this text: "climb thrust set" and in 2 step "flaps up speed". In my opinion this sequences for the NADP 2 are incorrect. The power reduction is to be performed with the initiation of the flap/slat retraction or when the zero flap/slat configuration is attained. There for the PF:in the 1 step is commanding "flaps up speed" and then in 2 step announced: "climb thrust set". In acceleration altitude airplane accelerate to en-route climb speed. My be, Damin wil have diferent opinion, but my I ask you Bryan to change in fs2crew software 737NGX succesion of the commands and announcment for NADP 2 procedure.HelloOndre Benda LKMT
  6. Thanks for your explanation, Damien.FMC takeoff page 2/2: In the first time i was used 1000 ft as reduce thrust height (reduced power) and 1000 ft as acceleration height. But in accordance whith NADP2 initial climb diagram im started to use 1500 ft as reduced thrust height and 3000 ft as acceleration height. I was set flaps up speed at 800 height, i was start flaps retracted at 800 ft in accordance whith schedule, at 1500 ft automaticly reduced thrust from t/o to climb thrust, between 1500 and 3000 i was achieve flaps up speed and in the 3000 ft i was accelerate to en-rout climb speed.After your explanation im beck to the first set up of the FMC takeoff page 2/2, it mean: 1500 - reduced thrust, 1500 - acceleration.Thanks Ondrej Benda LKMT
  7. Good afternoon captains,when im analyse the NADP2 climb diagram procedure, im recognize that PF after T/O (at about 800 -1000 ft) command to flaps up speed, the plane accelerate to flaps up speed +10 kt and then thrust is change from TO thrust to climb thrust. When im compare this climb diagram whith fs2crew software procedure for NADP2 im find, that in the "command window" appear first verification annoucment "climb thrust set" and after this verification annoucment appear command "flaps up speed". In my opinion in the NADP2, PF command first for flaps up speed and after acceleration to "flaps up speed+10 kt", PF announced "climb thrust set." Could you verify, that the NADP2 procedure, whitch is modelate in fs2crew software (clim thrust set and then flas up speed) is correct.Ondrej Benda LKMT
  8. I was reinstall sp 1C and now its working fine. Thanks.Ondrej LKMT
  9. When i wont to use performance manager, on my screen appear the same message, whitch is above. After installing SP1C, my performance manager is not able to detect the new version. Could you help me captains.Ondrej Benda LKMT
  10. Thanks for your help, captains.Ondrej Benda (LKMT)
  11. Thank you, Bryan for your very advanced and very sofisticated product.I find small fault. Im using NADP 2 for initial climb. When im command for flaps up speed, my FO dont remove speed bug to 205 kts. Speed bug only chang position from V2 (142) to V2+20 (162 kts) . There for Im command VNAV, instead flaps up speed, but this is not corect. Could you help me.Ondrej Benda (LKMT)
  12. Happy new year 2012 (2K12) for everyone and especialy for:- PMDG development team, that create very advanced (most advanced) software simulation of the Boeing 737NG on the commercial flightsim market,- members of this AVSIM (PMDG) forum, especialy for Tom Risager that create very useful tutorial (about piloting procedure) for 737NGX - Frederic Steiner alias RYR738, that he is educat us about flying procedures and aircraft systems, your Question and Answer thread is awsome. We are wait for other questions. Thank you Fred (RYR738) that you share with us about yours expiriance.Hello from LKMT Czech republicCaptain Andrew (Ondrej Benda)
  13. Hello pilots. Thanks for corrections. I made mistake in article about IAN approach, when I (incorrectly) wrote as pich mode G/S instead GP. On the attached pics you could show that FMA dispalyed FMC SPD FAC GP (instead G/S). Construction of G/S is based on ILS radio frequency from the ground navigation source, but construction of GP is based on VNAV PATH, which is calculated by FMC. For IAN approach is navigation source - FMC. Im wait for recommendations of your piloting instructor.Im in tunecaptain Ondrej
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