Budbud

Hello, Are you trying to extend the flaps at FL370 and M0.788 ? You should check the FCOM v2 for conditions preventing the flaps extension, I don't remember. But you'd better not extend them or you will get your flaps torn off and will fall out of the sky.

Hello, Check that the altitude unit is not set to metric (meters), set it to a unit system where altitudes are in feet.

Yes, most probably parallel track. Think of it: To intercept the localizer you must be on a route that will make cross the beam (but obviously you will turn to establish on it). If you arm the VOR/LOC before you have turned, then with LNAV you will proceed towards the beam and the LOC mode will kick in when you're close enough to the center line with a convergent angle. Now if you are on final course with LNAV and then you arm the VOR/LOC, chances are that your route is not convergent enough to the beam for the LOC mode to activate. It may work if in LNAV you are perfectly aligned with the localizer beam but if you are slightly on a side, then forget about capturing the loc. I cannot tell you by memory, but there must be a minimum angle for the localizer to get captured on a convergent route and maybe a maximum distant to the centerline on a parallel route. I don't remember if they are mentioned in the FCOM. In any case, there are two ways to get rid of that: Either you arm the VOR/LOC before you have turned towards the runway, or if you have already and you see that the LOC mode doesn't engage, just engage the HDG SEL mode and change your heading frankly towards the beam, usually as soon as the aircraft starts turning, the LOC mode will engage.

Hi, If I understand well, when you use HDG SEL to intercept the ILS, it works. Only when you let the LNAV follows the track, it doesn't intercept the LOC and switch to APP. As I said before it may happen that the LNAV brings you on a parallel path to the LOC and therefore never intercept the beam. This is especially true if the approach path angle to the LOC beam is very small. I experienced it a couple of times (but not everytime though). If the capture of the LOC works in HDG SEL but not in LNAV, it cannot be a problem of configuration. To check what really happens, keep an eye on the FMA.

Hi, First question, did you set the frequency and bearing of the ILS? Second, did you try to change your heading to get a convergent route to the loc beam? If you fly LNAV/VNAV to an ILS, it may happen that you fly parallel to the loc but never capture it. Final, you usually cannot capture the GS if you are established on the LOC, except if you have enabled the option in the CDU.

Hello, Unfortunately this has nothing to do with EZDOK and is not specific to the 777. This is an issue with FSX itself and the way the viewpoint is related to the center of gravity, the position on Earth and the heading. And there is no solution. The fact you notice it more (or only) with the T7 is due to the length of the aircraft and the distance between the eyepoint and the CG. The larger the aircraft the more noticeable the effect. And regarding a forum for the EZDOK, here is a link: http://www.simforums.com/forums/ezdok-software_forum39&SID=5321719d7c6943267e56a4916f52d8506828704.html

Hi, Don't forget that the V speeds calculated by the FMC can be also slightly off. They are calculated with the balanced field method. You may find sometimes that the V speeds calculated by TOPCAT or TOPER on a specific runway are more accurate than the FMC ones.

TOPER does calculates derates as well. I have found some discrepancies between TOPCAT and TOPER for some loading situations of the B77L but TOPER usually works fine and is still regularly updated by his autor who is active on the TOPER forum.

Hi, What is the status of the option "MODIFIED TL CALL (SOP 1)" (CONFIG - MISC (2) ) ? If it is set to NO try to change it to YES and try again (and vice-versa).

Hi Pierre, Maybe this will help. I have not read but according to the title it seems to be relevant to yours question: http://www.avsim.com/topic/445952-performing-a-fsxp3d-dual-install/

Sorry, I misread your post, I understood that you weren't entirely sure. :wink: I don't know to be honest. I found that the PROC A is quite common as well (reduction height 1500ft / acceleration 3000ft). And not speaking of the airlines specific noise abatement procedures that are used whenever a particular procedure is not specified in the airport AIP.

Hi, Just a small info: At 1000 feet AAL or 3000 AAL depending on your NADP, speak: “BUG UP”. Remember, if the autopilot is on, you manually set the bug up speed, not the FO, but you should still announce what you’re doing. It depends on your acceleration height: NADP1: 3000ft AAL (Above Airport Level)/ NADP2: 1000ft AAL

Disregards

By the way, full names are required in each post on this forum as per rules.

Hi, You don't expect an answer from PMDG, do you?

Hi, There are also other goods documents to learn how to fly it: _ FCOM v1: describes all the normal procedures _ FCTM: describes the normal, supplementary and abnormal procedures _ QRH: describes the emergency procedures _ FCOM v2: teaches you how the systems work For me the first two are as good as the tutorials to learn how to operate the aircraft in day to day operations.

Yep, I'm afraid I won't be able to help further now. At least not until I have installed the NGX and fs2crew back to my system.

You are welcome. :wink:

I have never used the SOP3 so it is just a guess and Bryan will have to confirm that: I can read on the SOP3 tutorial: After the FO calls “FLAPS UP NO LIGHTS” and when cleared to a Flight Level, press the STD button on the Capt’s EFIS panel and speak: “SET STANDARD. PASSING XXX CLIMBING FLIGHT LEVEL XXX SET”. Note: The key phrase is “FLIGHT LEVEL XXX SET”.  The FO does not say anything in response, unless he needs to complete the AFTER TAKEOFF checklist.  Call for the After Takeoff Checklist. So maybe the phrase "Flight level XXX set" is one of the condition for the after takeoff checklist to be triggered. I don't have the NGX installed for now so I cannot try but maybe you can?

Do you say "After takeoff checklist" after the flaps are fully retracted? What is displayed in the window of the main fs2crew bar before you say it?

Don't take the speed in the leg page into account for the final approach. You true speed reference is the VREF on the approach ref page of the CDU + the margin you add to get the VAPP. The speed at runway is just a predicted speed (I cannot find exactly how it is calculated though my guess is is generic). In any case, the FMC of the T7 doesn't calculate the speed reduction like the one of the NG does. It will only slow you down if there is a speed constraint on the approach procedure. But in any case, you have to manage yourself to slow down to be at the good speed for final approach.

I guess you are talking about the SOP 3? It is airline specific so it must be the way they do, when you see the rate going up, then just call for gear up. In the SOP 1 and SOP 2 the FO will announce positive climb before you ask for gear up. Sorry, it must be me but I haven't understood...

Hi, VREF 170kt? :blink: What is you landing weight and flaps setting? It seems rather high to me. :wink: Anyway, are talking of the VAPP or the VREF? VREF depends of the weight, VAPP depends also on the wind (VAPP=VREF + wind margin, usually 5kt when A/T is ON). The speed on the MCP is set by you and the last speed you will set is VAPP. For the condition to get Land 3, I encourage you to have a look at the FCOM v2 and on the 777 forum (if you search Land 3, you will find a couple of threads regarding this).

Hello Tristan, You can also right click on the start button, you'll get access to all the "windows 7" panels. It seems that you have fixed your issue but if ever you found it was not solved, just let me know; I had some issues to set up the speech recognition properly in Windows 10 after migrating from Windows 7, mostly because I missed some places to check. Now I know!

Hi, Which version of Windows do you have?