Budbud

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About Budbud

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  1. Hi, Try to load the aircraft with the default panel state (the one with engines running). For that, move all the panel state files out of the panel state folder (to a back up folder for instance). I believe the persistent master caution is a symptom of a corrupted panel. The position of the spoiler may be also caused by the panel state. Also if you have fsuipc with a profile for the 747, I would try with a brand new profile if the spoiler issue still persists with the default panel state.
  2. Budbud

    NGX Auto ILS?

    Hello Patricio, I have never advised you to leave the heading window from the MCP a it was. Please re-read my other posts before. I have answered twice to your question about what you should enter in the heading window. I have asked you a question in my previous post. If you want to receive help, please read the posts carefully and answer the questions that may lead to a solution. In addition, what was displayed on the PFD instead of the land 3?
  3. Budbud

    NGX Auto ILS?

    The ILS of the scenery may be slightly misplaced or the course offset by a few degrees. The possibility is that due to the magnetic variation changing over time, the ILS course of the FMC database may be slightly different from the one of the scenery. To be sure check on the map of the sim that they match. Did you engage both APs once established on the ILS? The land 3 should display at around 1500ft radio if I recall well if the aircraft is properly configured for autoland. I have answered several time to that question. The heading window has nothing to do with the ILS approach or landing. So it is up to you what you want to enter there. But basically, if you intercept the LOC in HDG mode, then you enter here the heading the intercept the LOC. If you use LNAV to intercept the LOC, you will keep the HDG window matching the heading commanded by LNAV. Once established on the LOC, you will enter the runway heading on the heading window. But you could fly the whole ILS approach and the landing with any value entered in the HDG window, it would not interfere with the approach or landing. The value in the heading window only really matters when flying in heading mode since the FD will guide you following the heading entered. In any other modes, the FD will command whatever heading is required by the other modes (LOC, LNAV) and will not take into account the heading window.
  4. Budbud

    NGX Auto ILS?

    If you press on the APP button, both LOC and GS will be armed. If you press on the LOC button, only LOC will be armed, not GS. LOC is also used on the NGX to track a VOR radial (contrary to the 747/777 in which you cannot track a VOR radial). What do you mean when you say that you cannot arm the LOC? Do you mean that you press on the LOC button but nothing happens? To be able to arm both LOC and GS, you need to receive the ILS LOC signal at least. If you are out of range, or if you have an invalid frequency set, it won't work. If you cannot arm the LOC mode but you can perform the approach with the APP, I bet you are flying an RNAV approach with the IAN (FAC/GP) and not an ILS (LOC/GS). Once again check the ILS frequency on the map of the sim. On the course window, you enter the ILS course. On the heading window you enter whatever heading is suitable for the phase of the flight. When flying with LNAV engaged, you will usually keep the heading window set to the current heading to avoid a sudden turn to either side if the LNAV mode drops for any reason (reversion from LNAV to HDG). If flying with HDG SEL engaged, you control the aircraft heading with that heading window. Also don't be confused between approach and landing. RNAV or ILS are approaches. The landing itself is a different thing. You can manually land following any kind of approach (visual, ILS, RNAV, VOR, NDB...) but you are only allowed to perform autoland following ILS cat II and cat III approaches (even if the aircraft is technically able to perform autoland following ILS cat I and RNAV approaches.) Seeing that this is not clear to you, have you flown the tutorial? It is a good help to understand how to handle the FMC and AP of the aircraft.
  5. Budbud

    NGX Auto ILS?

    Well yes I can see your confusion. The heading window of the MCP has nothing to do with the ILS. It is the window where you set the heading you want the aircraft to fly when using the HDG mode of the AP. On final, you usually set the rwy QFU which corresponds (most of the time) the ILS course because you usually will fly runway heading on go around at least on the initial climb, but it doesn't have any use for the ILS appraoch itself. The 737NG and the 777/747 are different in the sense that on the NG you set the ILS frequency on the nav receiver and the course on the course window, while on the 777/747, the FMS manages this on itself (you don't set the ILS frequency on the nav receiver and there is no course window on the MCP.) Also, the 777/747 will reset automatically the heading window of the MCP to the runway heading when the LOC is captures while the NG doesn't. On the NGX, the course window is automatically reset to the ILS course (of the scenery) but it is a sim feature and not a real feature of the aircraft. Anyway, the key to be able to capture the ILS on the NGX: _ Enter the ILS frequency on the nav 1 receiver (if ILS cat1) or on both nav receivers if ILS cat II or cat III. Check that the ILS frequency you enter matches the one of the scenery (map of the sim). It may be different from the one in the FMC due to the updated database of the FMC with the AIRAC. _ Enter the course on the left course window (ILS cat I) or both course window (ILS cat II or cat III) _ Arm APP and verify that LOC and GS are both displayed in white on the FMA below the active mode in green _ The value you set on the heading window is usually the intercept heading to the LOC. You will reset it to the runway heading when the LOC is being captured.
  6. Budbud

    NGX Auto ILS?

    The ILS course should be set on the course window, not the heading window. The ILS frequency and course that you can read here in the FMC is from the nav database updated with the AIRACs and may not match the frequency/course of the scenery (the nav database of the FMC and the one of the sim for the sceneries are two different things). To be sure you have the matching ILS frequency/course, look at the data in the map window of the sim. You can also update the nav database of the sim with the utilities on this website: http://www.aero.sors.fr/
  7. Budbud

    NGX Auto ILS?

    Hello, The key to understand what is going on is to check the FMA. If the armed modes when you press the APP button are FAC and GP instead of LOC and GS, chances are that the frequency you entered doesn't match the ILS frequency of the scenery. This would be supported by the fact that you say no LOC armed. You may have to check the ILS scenery on the map window of the sim to confirm that it is the same as the one entered on the nav receiver.
  8. Budbud

    Windshield failure

    Would be difficult on 747! 😁
  9. Budbud

    Windshield failure

    Makes sense. Thanks for the reference. However, still remains to me what a professional pilot would do in this case, but I guess it depends on the situation and the available airports. Would they perform an autoland on a runway not equipped with ILS (RNAV/GPS) or with an ILS catI? Is it possible to land manually only with the instruments (flare)?
  10. Budbud

    Windshield failure

    I don't the technical response nor the regulation in the matter but at least if your aircraft and the crew are both certified for ILS catIII approach, with the airport configuring the runway and ILS with the correct protections, then you would be safe. Maybe you would be also allowed to perform an autoland following a catI or catII ils in this case as well? Anyway, if you cannot see anything through the windshield, I would try to go as much as possible for an autoland. But this is only my logic and is based on no real pilot experience or procedure/regulation knowledge. A manual landing totally blind would be very risky since performing the flare based only on instruments seems quite tricky to me.
  11. Budbud

    fl impostare maletti bruno

    You can set the MCP to 3400ft, I'm pretty sure that you will intercept the GS even if the charts says 3370ft. I don't know which is the tolerance in ft above the GS until which the ILS mode will catch the GS but I'm fairly sure that 30ft won't change anything since we are talking about altitude with QNH/altimeter setting and the instrument accuracy itself. Just round to the first 100s ft above the charted altitude and you should be fine (3770ft -> 3800ft; 3370ft -> 3400ft).
  12. Budbud

    Activation library handle creation failed

    Hello, The post with the link below is for the 747 but it may be worth checking it anyway since I don't think that issue is specific to the aircraft.
  13. Budbud

    Step Climbs Above Max ALT

    You can then try to perform a flight without messing with the weather. Also you can try to perform a flight with loading the aircraft with the default panel state (the one with engines running) to rule out any issue with corrupted panel state (for that, move all the panel states but the default one from the panel state folder).
  14. Budbud

    fl impostare maletti bruno

    Hello, It might be a problem with the translation (I don't speak Italian so I use google translate) but where do you see that you have to intercept the ILS at 3770ft? On the chart the ILS 36 is at 3000ft (or 2500ft from the racetrack). I cannot see 3770 anywhere on the chart If you mean enter 3770 on the MPC, you cannot. You can only enter hundreds of feet (3000, 3700...). By the way "fl 3770" is quite confusing. Use FLxxx above the transition altitude when talking about flight level or 3770ft for altitude below the transition level but fl 3770 is not valid for an airliner (it would mean 377000ft !) 🙂
  15. Budbud

    Step Climbs Above Max ALT

    Hi, I don't use the auto step climb feature but I'm fairly sure that the MCP altitude and the cruise altitude should match. Also the OPT FL above the MAX FL is not normal either. Without more info, I would check two leads, the weather in the leg data page (temp and winds) and the panel state. Which panel states did you load the aircraft with? And which weather data did you use to fill the leg data page? Also, do you have any third party addons that could interfere with the sim (proATC for instance)?