rsvit

On 9/16/2023 at 3:20 AM, toby23 said:

Which of the following statements is correct?

1. Enter the ISA DEV/QNH at the Destination Airport
2. Enter the ISA DEV at TOC and the QNH of the Destination Airport?
3. Enter the ISA DEV at TOD and the QNH of the Destination Airport?

SimBrief shows me the AVE ISA for the trip as well as deviations (TDV) at TOC and TOD but NOT at the destination airport.

4. Can I enter either in Hg or hPa for the QNH? 

You need to enter average ISA over descent. You can get airport one by calculating from METAR. 
 

Either inHg or hPa is accepted.

ILS signal switched from the correct runway to another one.

Flaps have nothing to do with it.

Try pushing CLR button, if not working, check this page.

https://support.precisionmanuals.com/kb/a92/dll_xml-information-and-troubleshooting.aspx

1 hour ago, killthespam said:

It's very difficult to understand what actually is doing without proper reading and training, and quite impossible to explain in a few words.

Can you point out some rading on this topic? Curiuos case. 

So you say it makes a turn with autopilot already off?

By most SOP you must turn autopilot off not sooner than MDA minus 50'. Especially it's important for backcourse approach, when you have to overfly localizer, at this point signal is lost, because LOC doesn't beam upwards (maybe there is some protection in real autopilot, which willl force the plane to keep wings level). "Just before the touchdown" AP disengagement will be right in this zone, so fly manually earlier. IIRC NGX is disengaging autopilot automatically at 100RA for IAN approch, which is also too late.

Have flown BC approach many times, the only problem I don't have FD's. Ryan said they fixed the bug in 2012, hopefully we'll get the update someday. 

The digit color and font were changed in SP1c to red and there is no option to get the blue back, except to install earlier version. 

Even if FMS not used for navigation, it's nice to have performance data calculations and not to have EGPWS warning.

It doesn't take long to edit airports.dat (by ascending latitude) and wpnavapt.dat (same order as airports.dat).

http://support.precisionmanuals.com/kb/a60/pmdg-navdata-glossary.aspx

That's correct.

Thanks I will try that. But it seems a bit odd to me that the F/O's F/D disappeares on approach just because the other one is master or because AP A is engaged. Can't believe this is the case in reality.

Both master F/D and autopilot must be choosen for PF's side. Because when you select autopilot it sets the FD on a corresponding side as a master. So if flying as FO - you use FD B and AP B.

Two FCCs are calculating flight path differently using their own sensors and flight computers, thus their data might mismatch sometimes. And you don't want captain and FO FDs to show different things, so master-slave logic is used, where slave just "copies" the master FD guidance. However, on approach, probably due to safety reasons, slave FD requires its own nav radio to be set for ILS frequency, otherwise it will not show GS. That is because on automatic approach both FDs become masters and the GS data is compared between them and only if tolerances on and between both the FDs are met, autoland would be available.

When you capture G/S, AT switches to speed mode, setting the bug at current speed.

I had this problem. Ryan and some other members found out that you have to remove "aircraft stress causes damage" tick in realism settings.

I'd better wouldn't mess with aircraft.cfg.

That is pitch limit indicator. Never exceed it in order not to stall the plane.

For such kinds of questions try to look through FCOM volume 2, Flight instrument, display section.

FCOM 10.11.14 says it should be FMC.

You had GREEN single channel indication. This means autopilot uses FMC to build the glidepath. And it's followed accordingly to barometric altimeter and it seems you haven't the pressure it correctly. That is why you have the miss of 100'. And the same for course: you can see that you have FAC instead of LOC, it just uses coordinates to guide you.

This was caused because you were tuned to VOR, located 130nm away, no chance it could get the glideslope.

I see lots of mistakes and highly recommend you to fly the tutorial.

Though 777 and 737 have some differences - 777 can auto tune and automatically couples the autopilots, when 737 have integrated approach navigation (ILS-like non-presicion approach) - you should be familiar with FMA indications, however you didn't pay attention to them same as many other many procedures which are similar to both aircrafts.

According to the problem of misalignment - couldn't answer because haven't seen you flying ILS. But I think you were always doing IAN and, as it have navigation performance same as FMC (like 0.05nm) it could get you side of the runway.

Already on sp list - http://forum.avsim.net/topic/368040-vertical-speed-values/

Not sure i understand. What is it for? Derates?

Thanks Michael

Nothing to do with aircraft performance, just more accurate coordinates for nav performance.

You don't have to put the switch to align on 737. Right to the NAV. Tutorial number 2 is enough to understand the procedure.

If you use GPS position update, it'll make no changes. If not - FMC gets updated coordinates on TOGA press.

Sam is misleaded here.

Yellow means that ILS beam has been captured and green one means that integrated approach navigation is used.

IAN means that final approach course and glide path (both of them are calculated by FMC according to the RWXX and previous waypoint crossing altitude and position data which are shown on displays as an ILS interface) or just glide path. In this case autopilot will disconnect at 100'.

IAN is an operator option.

There is a wind aloft section in AS fligth plan tab. You can get winds data for ten different FLs from surface to 490. Choose altitudes which cover your descend path best. So that every point of major wind change, you'll have data entered. Don't enter too close to your cruise FL as FMC uses it automatically.

3. Actually you can enter winds on FMC RTE DATA page. But if there are too much waypoints it's better to enter average wind to PERF INIT. This will allow more accurate calculations. Be sure to deselect "show surface winds" for more accurate data. Maybe in SP2 we'll have winds data export as on 777X.

At the moment only geometric descend is available on NGX. Ryan said that they might implement it in SP2.

There is localizer backcourse tracking capability if using IAN.

Though I would do visual here.

I don't navigraph charts, but I guess MAP RW08R is an approximate missed approach point.

And missed approach procedure can be performed above 2000' in 1nm after runway threshold.

Anyway charts are needed to clarify this.

MTOW is maximum TOW which aircraft can handle.

RTOW is max TOW which can be applied in current conditions - runway, obstacles.

For one, you cannot enter a fly-over waypoint. ..

XXX

XXX/.1

In legs page:

XXX

XXX01.

This will force the airplane to overfly XXX.