MED1473

Hear hear! Couldn't have said it better myself Paul! Matteo Capocefalo MED1473

Hi Arno! You also want to check that in the options page of the FMS if "realistic AP engagement" is selected on or off. If it is on the aircraft has to be correctly trimmed and stable before the AP can be engaged by pressing CMD A or B. Hope it helps! Matteo Capocefalo MED1473

Ok guys no reason to start bickering about nothing, my qestion has been answered, greatly I say and in depth. I've understood everything I needed and this post has reached its purpose! I am just a bit puzzled Mat on how has Carl misunderstood my first post? I think everyone here has got what I meant and it seems it is you that perhaps think differently. I was talking precisely about flying away from MCP alt once reached it! On top of that Carl and the others took the time and effort to write an exhaustive, in depth answer that cleared my doubts. That couldn't really have happened if they ALL misunderstood my OP unless I've misunderstood my own post too... a distubing thought... No offense. Cheers, Matteo

Ok, perfect! Thank you guys!

Awesome, I finally see the light lol I like it when that happens! Ps just one last question, does ALT INTV in the example. clear the actual NEXT alt constraint in the legs page? (eg. If all this capering happens between waypoints will ALT INTV affect the next waypoint's ALT CONSTRAINT if there's one?) Mat

Well again thank you all for all the responses! As I understand it we've got two main orthodox ways to descend below the MCP ALT once the aircraft has reached and aquired it in a VNAV descent (this is without considerind the VSPEED mode) 1. Carry on in VNAV mode by pressing ALT INTV to clear the constraint after selecting the new altitude on the MCP 2. Descend in LVL CHG and the resume VAV if required. Correct me if I'm wrong. And thanks to Daniel for confirming the procedure and thanks to Carl for the exhaustive explanation, you clocked what I was (badly) trying to say straight away and I personally think we're EXACTLY on the same page! Cheers guys

Ah awesome, got it! ALT INTV deletes the next altitude constraint therefore also the hard restriction on the MCP ALT once it has been acquired and the new MCP ALT has been entered! Thanks mate! Mat

Thank you everybody for the quick responses! Thanks Carl for the spot on, very useful answer! So the correct behaviour is VNAV descent- reach and level off at MCP ALT- set new MCP ALT- select LVL CHG- select VNAV again? Have I got it right? Can you explain the difference between executing this action in LVL CHG and doing it in ALT INTV? I'm a bit unsure about the latter, my knowledge stops at it deletes the next alt constraint in the LEGS page but I'm a bit unsure on its other functions.. Thanks!! Mat

Hi all! I'm sure this has got a very simple answer and I've just missed it but how do you get the plane to descend when going down on vnav and reaching the altitude set in the mcp? Once reached this altitude the airplane levels off and even after changing the altitude in the mcp it stays levelled off. I usually go in level change but I'm suspecting this might not be the correct procedure. Apologies if this has been previously discussed. Matteo Capocefalo MED1473

Hi Jan! No it's not a problem at all per se, that AIRAC OUT OF DATE message just tells you that the cycle you've got is not the active one therefore some information and procedures might not be the current ones because they've been changed since. Bearing this in mind you can fly as normal using that cicle or any other out of date ones. I like to keep my navdata updated and use Navigraph to keep the FMS with the current data. I know there are also some freeware utilities that update to some extent your FMS data but I'm not an expert and I find the whole Navigraph package (with charts too) extremely useful and worth the money. Hope it helps! Matteo Capocefalo MED1473

Awesome, thanks a lot mate, that really helped! Happy (con)trails!

Thank you Steve for your very exhaustive and useful reply. Just one doubt remains really, managing the whole thing through the cruise page do I therefore need to calculate manually when to execute it assuming a 1000fpm descent or is there another way to ensure reaching a certain wp at a certain FL?

Hi! You can for most of them either though FSX keys config or tje FMS's key assignements. For the ones not included in either, a few but some, you'll need something like the registered version of FSuiPC to assign ALL of the keys. Matteo Capocefalo MED1473

Hi all! Richard just a small question. How did you imput the frequency of the ADF on the right ADF/VOR seector if there's only one tuner? Matteo Capocefalo MED1473

Hi all! I was wondering if anybody can enlighten me on the correct management of cruise FL changes. I'm familiar with the STEP CLIMB procedure to adopt a higher, more economical FL as fuel is burnt during cruise bit what about a LOWER FL? What is the correct, most professiona way of doing so? I'm refering to FL constraints at WPs that are often encountered (especially in Europe). As an example I often fly from EGNM or EGSS to LIMF and although the optimal FL is always around FL370+ there is on the route (wp XAMAB) a FL constraint for flights directed to LIMF. Unless a massive diversion is done I am therefore required to cross XAMAB at FL350. But XAMAB is around 150+ NM from the TOD. How should I manage this? In my view the otions are three and I'm curious to know which one is the more correct, professional one 1. Set cruise at eg. FL390 the insert an altitude constraint of FL350 at wp XAMAB (bit in this case the plane goes in DESC mode when descending to the new cruise level) 2. Set the constrained FL (FL350) as cruise FL and then step climb to the required FL (eg.390) and the descend again 3. Set the required FL (eg. FL 390) as cruise FL and the change the cruise FL to the constrained one (eg. FL350) calculating when to start the descent manually 4. None of the above Thank guys Matteo Capocefalo MED1473

Hi all! I recently noticed a prompt after entering the IRS position on startup that says "set IRS heading" on the FMC. I've never noticed that before, does anybody know what it is and if has always been there or just appears at certain times. Is it the current heading that I have to imput? Cheers all, Matteo Capocefalo, MED1473

Hi all! I've enjoyed the beautiful fs2crew voice for my NGXs for over three months now. I've noticed recently tho, in occasion of a couple of flights in Nepal and Bhutan that I did, that whenever the landing altitude was higher than 6000ft ASL on the pressurization panel after the pre-flight flows (or before start, I can't remember) tje value for landing elevation reads 6000. Any advice? Matteo Capocefalo, MED1473

Oh thanks guys!! Bit of a dumb question but better asking the obvious when in doubt no? Sorry for not quoting you on the video Luke too. Mat

Hello all, I was recently watching a video on another post and I noticed those moving surfaces that seem to be part of the flap/slat system but that I've never noticed before. They seem to be controlled somehow independently from the flaps as they extend and retract and move to different angles on takeoff and landings. They are situated just above the engine nacelles and form the ideal link between near wing and far wing flaps. Can anyone explain me what they are and how they work? and Will their movement and action be modelled in the PMDG 777? The video is here and you can notice them at 13.45min and again on approach (nice and rainy, you can tell it's the bloody English summer lol) from 58.50min. Thank you all in advance! Matteo Capocefalo, MED1473

Hi all just for info I recently installed a great majority of the same liveries with no ptoblem whatsoever. The bug must be somewhere else. It looks a bit to 80s for my tastes anyway that way! Matteo Capocefalo MED1473

Sorry was replying from my mobile phone, horrible spelling lol! What I meant is that is worth a shot trying to descend without the desc now option hoping that some logic in the fmc prevents it to send you from 0 to -3000fpm! Mat

Ha thanks Paul no, I actually didn't know about that, will try it next flight! Thanks for the tip. On the flight where I experienced this high vs it was set to 25 (or 28)0for the whole time so I'm a bit puzzled. Ps I've got a mind o try descend directly on the vnav path rather than using the DESC now option. At -1000fpm its Matonly a difference of 2000 fpm to drop down to -3000 for the interception while at. 0 fpm it makes a -3000fpm difference and hopefully the logic is limited to a degree of DESC rate or g force. Long shot but with testing

Hi again, if you're looking for a specific reason for this behaviour it may be connected to the unstabilized approach resulting from the wx conditions. The ap disconnects if the lateral or vertical deviation fron the ils signal exceeds a certain degree (I'm sure its in the manuual somehere but I can't rember where). When on autoland the ap logic assumes that you are on a stabilized approach an if this is not he case, because as you get near the threshold the ils beam becomes much narrower, you might exceed the limits and the ap gets unhooked from the beam. Mat

Hi all, yeah those parameters were definitelly outside the limitations of the autopilot, therefore erratic behaviour is not only possible but expected. The limitations may vary slightly from operator to operator but are generally .... Headwind 20kts Crosswind 15kts Tailwind 10kts cheers, Matteo Capocefalo, MED1473

Hi all again! Yeah it's an online (ish) logging system and it hits the fps worst than running Skyrim alongside with fsx so far. They're an awesome VA, problem is sometimes too strict. In this case the mistake is theirs as the don't want you to descend too fast on approach and therefore they just put a hard no -3000fps limit when it might be perfectly acceptable to have suh values in vnav at TOD. Anyway the practical problem stands, does anybody have any idea on how to make sure not to hit that limit when on vnav at tod? Cheers, Matteo