Budbud

Hello, ATC would give an ground speed, not an aispeed. Depending on the wind the different may get you out of the flight envelope.

In absence of a performance takeoff calculator, we would need the FPPM, but I don't think it is available to public. 😉

Hello, If the runway numbers are wrong, you can still use the ILS as long as you manually enter the frequency and course of the ILS from the map in P3D into the page RAD NAV of the FMS. Go to the map of P3D, check this data for the runway you want to land on and enter them manually in the CDU. That was what I guessed when I talked about frequency mismatch.

It has been years since I have flown the NGX but if I recall well, the quick disconnect button also flips the A/T arm swith to off in which case, autothrottle would not be reactivated by pressing TOGA.

TOGA button will still work and trigger the FMC to TOGA mode and the FD will command a climb. The only thing is that you will have to move the thrust levers forward on your own. You can perform a go-around without the autothrottle on (fortunately!)

Hi, If you cannot rely or completely loose your speed indication, then you have to follow the QRH section that gives you the pitch and thrust to maintain for each step of the flight. In the QRH, in the chapter Performance Inflight, you are provided with the data for each aircraft model. Have a look page page 737&738 for the -300ER for instance. I wouldn't ask the speed the ATC since they would give you a ground speed and not an air speed. Depending on the winds, it may result in being way off the flight enveloppe.

Hi, You go too fast, breaking the sound barrier during takeoff is not a good thing! 🤣 More seriously, it could be wind related. Were there any gusts?

Hi, Check also that the frequency of the ILS shown in the RAD NAV page matches the one of your scenery. If there is a mismatch the nav receiver won't get any ILS signal and the FMC will use the IAN instead of the ILS. It may happen when a scenery is not up-to-date (stock or old scenery).

Hello, Most likely something interferring with the controls. An axis or a button set to the trim or to the elevator control or your hardware that sends spikes interpretated as if you moved these controls. Check your assignement, try to disconnect your hardware to try to identify the cause.

As said above, there are certainly some exception but since this guide is meant to describe normal operation, I would stick to the standard operations which are: taxi lights on when cleared to taxi, strobe light and landing lights when entering the runway (though for some companies, part of the landing lights are on when entering the runway and the rest when cleared for takeoff). Weather radar on when clear of areas where ground personnel may be exposed. Anyway, back to the guide, still looks like a great guide with some reservations though.

In absence of any issue with fuel or oil pressure I would be prone to think that it is an issue with axis assignement like as said by Kyle.

Hi, Great guide indeed. However, I would not everything as face value as there are few mistakes in it. I just skimmed through but for instance, the complete preflight flow is wrong. It says set all the lights to ON (including the strobe and landing lights before the pushback). These lights are set to on only when entering the runway for takeoff, not before. Also weather radar is not set to on at gate before pushback to avoid health hazard to the ground crew. Set transponder to 2200, standard IFR code in uncontrolled airspace is 2000.

Hello, What message did you have on the EICAS when the engines 3 and 4 stopped?

Hello, What is displayed on the FMA when the autopilot disconnects? Is there any possibility that you are pressing a button or moving an axis that is assigned to any flight control (like typing while one key is assigned to the trim for instance)? Or maybe one of your hardware sends spike being mistakenly interpreted as a move of a flight control.

Hi, Search for DISABLE CAPT PFD POP-UP in the chapter about the OPTIONS MENUS > SIMULATION Configuration Menu. I have found it in the intro manual that comes with the 748, it may have been modified for the extension but I believe the same must be in the native manual for the 744.

Dig up a 3-year old thread for such a comment... you are missing posting? 😁

Hi, I don't have any overheating issue with either the 744 or the 748 during taxi. So I don't think it comes from the addons themselves. My though would rather go to either sticky brakes, brake axis sensitivity setting or nullzone or maybe fsuipc. I usually taxi at around 25kt on long straight taxiways, 10 knot or less on sharp turns and decelerate at a rate of 1 or 2 knots per seconds max with the brakes (which seems to me way sufficient when anticipating correctly). On landing, I had one case of overheating when I started to manually brake at 70kts (and only on one side) which means than I brakes non symmatrically and too strong on one side. Not feeling the acceleration forces makes it quite difficult to apply correct amount of brakes, so the only clue we have is the speed decay rate. I believe that most of the overheating issues may come from riding the brakes too hard or brakes axis setting not correctly set.

It is a difference I noticed between the 744 and the 748. In the 744 the reserve tanks are transferred before the fuel tank to engine message is displayed while it is the other way round on the 748.

One big factor is the winds aloft. I use ASP4 and though it is as realistic as possible, there still remains some discrepancies. When comparing already the winds in PFPX between the one forecasted by ASP4 and the one from the web, sometimes the route that seems the most interesting with the ASP4 winds doesn't like right with the online forecasted winds. So whether I choose the same route than the real flights, or a different one, I may be a little faster or slower than the real flight just because the winds with ASP4 may be a bit different than the real winds experienced by the real flight.

TrackIR + chaseplane = winning combo for me. I've been using them for years (even TrackIR + EZDOK before). Always worked like a charm with any aircraft.

I figured out it was the same thing. Makes every flights different. 😃

Hi guys, Just started to fly the 747-8... speechless. Congrats for rising the bar even higher! And by the way, love it: https://imgur.com/7a7XMfA

Yes the T7 FMC accepts both the E/ and the ECON/. The one on the 747 doesn't, only the ECON/.

I guess the idea here is to set an RTA up to say 6120N then a constant speed segment after that waypoint. As we all know, the NAT are normally flown at constant Mach number hence the constant speed segment from the entry point to the exit point. But the ATC may also give a "cross not before XXXXZ". I know I use constant speed segment often when crossing the Pond but I seldom use the RTA function and I don't recall having attempted to use both at the same time. In any case, if both function cannot be programmed at once on different segments, then you have to set the constant speed segment once you have passed the waypoint for which you set the RTA.

Hi Yang Yang Nan, If you want people to help you, there are much better ways to ask rather than yelling in a forum. A "Hello", "please", "can you help", "thanks" would be appreciated. Despite I can understand your frustration, a such aggressive post will not make people want to help you as you can guess from the answers already received. Also, please have a look at the forum rules, it is especially necessary in your case... Now to be a bit more constructive, when you loaded the aircraft the first time, were prompted to enter the licence key? If not, check that Flexnet in the Windows services is set to automatic.