Etai Charit

LAND 3 is only for Fail Operate, just like the 747 and 767 with 3 autopilots. One who uses Fail Passive should get CMD until LOC+GS green, then CMD turns to SINGLE CH. Now if you don't switch the second CMD on, it will stay that way, but than you add it and the SINGLE CH switches back to CMD again, and FLARE arms.If you preset the plane to be Fail Operate, in a full all CMDs on autoland you'll get LAND 3 - means 3 refference systems so in a failure of one we still have 2 more that are coordinated. If for some reason the second CMD is not switched on during autoland, Then it will only be dual channel, enough for a full autoland that acts as a fail passive.

Service and maintainance - I do not want to go through anything each flight. Is there an option to get a summery of the problematic systems that might need treatment before flight?

Hello all,http://vatil.org.il/vatil/board/viewtopic.php?f=6&t=37735&start=0First of all, you are all very welcome to view this topic in VATIL in which I've posted an entire flight set of screenshots. During this flight, which was my very first with the NGX, I took shots of every phase of the flight, normal operations at this time only, so people can see the aircraft system accurate operation. Next, few questions: 1. At my last flight, ELEC HYD PUMPS were both overheated. Looked in the failures section - nothing was activated, I literally went through everything there, including maintainance service - stayed overheated and low pressured when trying to turn them on as well. I flew an entire 4 hour flight with them turned off, overheat and low pressure lights illuminated all along. Expected them to cool off during the flight - didn't happen. Solution? 2. Dome lights are not nearly as effective as reality. Should light up the panel from no floods at all to fully lit (in bright mode), much more effectively than now. 3. Failures - service failures - saw this option and set it. What does it include? Every possible failure randomly, or just a list of those related to not using the maintainance options? How can I get fully random failures? 4. Panel options and configuration - related to panel state or not? Between the last flight and the one before I had to reset the panel configuration - how can I set it without it popping back next flight? Thanks, enjoy the screenshots.

DME is an approach management tool. It is saperated from the ILS. Some ILS approaches (not many though) are without DME. Just ILS06 for the matter, while indeed most are ILS/DME06. Makes the approach more accurate, I think even a requirement for CAT2/3, but Irrelevant in terms of AFDS autoland function. What is related is the Radio Altemeter.

It is not normal for fail passive. Probobly this is the fail operate option in action.

Flight instruments accurate and electronic I can understand. The STBY instruments with a whole set of electronic devices. But the inertial data? The ILS data? Is there a third IRS and ILS? Or does it use existing data, that might (in 50-50 chance) have been damaged and the reason to the initial failure?Plus - third ADIRU?

I haven't heard of any company that has this setting. I only know fail passive.

The plane CAN perform DME ARC only if it's preset as a SID/STAR.Programming ourselves: Only with multiple entries of Fixes along the arc (same range, 10 degrees radial difference).Same as in reality.

I have. Works great, thank you very much! I'm sharing it in VATIL forums so it can help others as well, and of course your name will be in the thread. Thanks again.

Few clarifications: CAT - given to the runway according to the ILS accuracy but not alone: Each CAT requires a certain distance of overrun area, a clear distance in the sides of the runways, clarity of ground obsticles in certain distances, etc. For the matter, even a runway only available to CAT1 landing, I can perform it automatically: I have autoland, and I have ILS equipment. It just requires me to meet the autoland requirements: 2 ILS's, 2 AP's, two sides data match. In CAT2/3, it's a whole lot of other behaviour in the cockpit itself (CRM, callouts, procedures), but in the autoland matter it's the same. CAT3C we cannot perform because there is no rollout mode, we will have to see the runway. In the other hand, no operative solution for the taxi anyway, blocking 3C to any aircraft. The only difference is company procedures, I'll give El-Al's: CAT1 we can perform and land manually. CAT2 we need to land automatically in terms of approach planning, but if one of the conditions to autoland fails during the approach I'm allowed to proceed manually. CAT3 we have to land automatically, in case of loss of conditions for autoland I need to go around, and then either wait for CAT2 conditions or go to alternate. This is because of the fail passive. Fail Passive - If during approach one of conditions for autoland fails, the entire autoland is no longer available. Failure comes to realization to the system as there is a difference between the to sides' outputs (ILS effects the CMD, and the CMD gives output). They should always be equal or very close to eachother, if they're not, one of them is 'lying'. Which one? Without a third refference, there's no way to know for sure, so the system announces: I can't be sure which way is the right one, you pilot land the plane. Fail Operate - If there's a third refference, and one fails, the other two will still match, so the system will know which CMD's output to exclude. At that point, we act as Fail Passive, with two Autopilot systems and the third failed and disconnected. I know 737NG to have always 2 autopilots and thus act as Fail Passive. Not sure how it can act as Fail Operate, unless if the newer models have an algorithm that know which CMD is the failed one (according to expected ILS behaviour). Again - don't really know, just speculating on that one.

This is how it should be. In accordance to fail passive logic, no 'LAND 3' and rollout shall display. When intercepted on the ILS fully (LOC and G/S green), push the other CMD that haven't been working until now (if the entire flight was flown by CMD A, click CMD B, thus you engage dual channel landing - fail passive. the AFDS in a proper landing display as followed: A/T mode: MCP SPEED, Roll mode LOC, Pitch mode G/S, SINGLE CH. Below 1500 ft AGL the fail passive engages, thus the SINGLE CH is replaced by CMD annunication, and FLARE is armed (white) in the pitch mode. In case one CMD fails, it goes back to SINGLE CH and FLARE is no longer armed - thus we know an automated landing is not possible. CMD and FLARE armed means it's ok - just make sure FLARE turns green 50 ft AGL.

TCAS - as said, transponder to TA or TA/RA modes.LDG ALT - it's not the one in the overhead, that one relates to pressurization decompression rates and calculation. Neither shown nor effecting the PFD/ND/ADIRU. The LDG ALT on the PFD is lit because no airport has been inputed to the FMS. According to it - the landing altitude bar in the PFD is displayed on the altitude scale.

Beautiful video.Small commentary coming from few fellow simmers I've come to know: Potential management during descent-approach is more than what shown in the video, it's about planning ahead. Jack here showed a well managed decelreations, but it all starts with planning the approach, determining the exact points at which we're going to lower flaps to landing flaps, 15, 5 and 1 (planning is always from the runway and chronologically backwards). Further more, most preset approaches do not include speed restrictions built in, thus a lot of simmers just count on the FMS that brings them to the FAF at 240 kts. Then they are way too fast to land. During the planning, while cruising and not so close to the T/D, plan the speed reductions as said and if possible - enter to the FMS for better VNAV calculation and actual VNAV speed reductions, built in the descent profile.

The 737 is a much harder lander than the MD11 and the 747 (in reality). It has absolutely tiny wings generating a very small ground effect to help in the flare stage and to smoothen the actual touch down. In addition, the said planes have those big wide sets of landing gears with multiple tires as to spread the initial hit from the runway, the 737's small main gear is a real challenge and needs a very smooth piloting skills to avoid the bumping touchdown. Good luck.

Don't the FS define in which area the plane should be in order to display those rain images? And define how severe is that percipitation? About the cloud draw distance, there's a coverage distance that can reach a quite far value. Not the same goes the weather? How big is the weather cell defined for us? Or it is not by area but a global settings that are set by the given aircraft point?