Driverab330

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  1. Good to know, thx for the link. But it is not for long, 5 Cathay ones will be leaving the fleet (most likely will be scrapped except LN1 which is B-HNL) in 2018.
  2. I sincerely hope PMDG would make the original 777-200. The airplane which completed the first flight will be retired in the middle of 2018 and returned to Boeing. I am not sure how many original 777-200 (not the 200ER) are still around, I would anssume the aren’t that many of them still flying.
  3. Gentlemen, if you want to try something different and wish see more than one sunrise in one single flight, I suggest you try to simulate CX845 KJFK to VHHH in summer time over the pole. Alternatively CX899 from EWR to VHHH will also work. This particular flight departs after midnight out of JFK. The sun rises two hours into the flight. Just after you cross the pole the sun goes down again. In summer time you will see the sun rises again just before landing into Hong Kong at around 5:30am local time. The flying time usually sits around 15:30hr, it is like doing a round trip flight from Brisbane to Hong Kong and back to Brisbane in one go.
  4. It is designed to be hand flown as well, but since a lot of times the VNAV on the real airplane will overshoot 10-30ft on altitude capture any way, as a good pilot if you to want fly accurately in altitude you will inevitably have to be “leading” the flight director in pitch mode a bit by reference to raw data, this will come by with some experience to, if done perfectly it will look like you are closely follow the FD but in effect it was the FD following you in pitch mode. for example once you get SPD VNAV path / VNAV ALT / ALT, you may pitch down slightly lower to get a lower V/S first. Because sometimes the FD will not command a level until you are 90ft from the target altitude while still doing 1000ft/min Rate or climb or descend. In that case if you are following the FD, there will be some delay between the actual FD command level and your control input, and further delay until the airplane actually respond to your control input. Therefore in in the case you are almost bound to overshoot the target altitude, especially with a high rate of climb of 2000-3000ft/min. In this case, if you prefer to hand fly, just pitch down using raw date as you arppaoch your target altitude but wait until the mode changes from “THR REF VNAV SPD” to “SPD VNAV PATH or VNAV ALT or ALT”. It is because you don’t want to pitch down too early with the Autothrottle still commanding CLB thrust, otherwise the speed will go up. Once the A/T mode changes to speed, your speed is being look after, then it will be ok to depart from the pitch of the FD a little bit to anticipate the level off. To practice just flying a few raw data climb or descend to a level off just like a IFR student pilot, you will get a feel of it. The 10% rule usually work (I.e for a 1000ft/Min rate of climb or descend, begin to level off 100ft before target altitude), may be allow 50ft more initially for a smooth level off to impress the passengers. For the 777 if you really want the pax to feel nothing, at 2000ft/min rate of climb you should begin your level off smoothly and slowly at around 300ft below / above target altitude and to reduce the vertical speed to 1000ft/Min approaching 100ft before target then apply the above technique. After some practice it will be one very nice smooth continuous action, even better than the autopilot.
  5. When one takes into account the airport elevation of KLAS is ~2181ft, an level off altitude of 7000ft only means there is just 5000ft of climb for the airplane to go before ALT capture. Having recently did a real ferry flight on the 773ER at 186tons take off (But the 772LR at the ferry flight weight will be even lighter with lower empty weight than the 773ER), I am quite happy to share some thoughts about this. With the AP engage, for an altitude about 7000ft (in your case just 5000ft AGL), it is less likely for the VNAV to overshoot because it will transition to Altitude capture mode at around 4000 to 5000ft and then the AP will slowly pitch down to level off. The pitch control of the AP on the real airplane is very slow to respond and it is tuned for passenger comfort, it is therefore quite common for an altitude bust if you have a low initial level off altitude like 2000-3000ft (normally the AP overshoots by about 200ft in most cases, but still within the IFR limit of 300ft) because you would still have the TO thrust until at least 1000ft AAL and by the time you select Flap 1 for CLB thrust to be selected you will be close to 2000ft already, although by then the mode would have changed to SPD VNAV ALT (or PATH depends on the coding) The other interesting note is that with TO2-56 Take off thrust, on the 773ER, the thrust provided by CLB-2 is actually higher than the Take off thrust. So you will see your Rate Of Climb to trend up after CLb 2 is set. The rate of climb for a ferry flight weight (186TONS take off with ~175tons empty weight) 773ER before Thrust reduction was about 3200ft/Min and after clb2 is set it went to 3600-3900ft/min. Compared to a normal Rate of climb which is about 2000-2500ft after take off and around 1500-2200ft after thrust reduction. For my ferry flight, I managed to hand fly the airplane to about 15000ft staying in VNAV mode most of the time except two occasions. There was an ATC intermediate altitude restriction of 9000ft over a waypoint, as I approached about 6000ft I asked PM for V/S +1000(As other had previously suggested above). That way it slow things down dramatically and allows you to relax. The other trick (if you are doing it outside USA) is to request high speed after airborne. So once you clean up and above the MSA and terrain is not a problem just wind the speed up to 320kts, this will also slows down the rate of climb as well, couple with active use of V/S mode to manage the climb. I would still recommend to use the above technique even with the autopilot engaged. It just makes the life a a bit easier, as normal line pilot don’t really get to see this type of sporty action from the airplane that often. In addition, sometimes ATC will also get nervous as they see you zooming up on the radar if they have a quite few over fly traffic the area. The worse is not a ferry flight. The worst is that you have to go a full TO thrust take off out of an airport with F20 at 210tons on a normal passenger flight (like an 1:20hr trip from Tai pei to Hong Kong) because someone reported a windshear event on departure. You get airborne, already climbing like a rocket and found out that the windshear was +20kts.... and now because the PM couldnt get a word in with the departure controller because the frequency is so busy, you need to level off at 3000ft as required by the SID. In this case I just use the Autopilot straight away at 200ft. There are days when there are so many threats to deal with and it is just not worth “flying” the airplane at all.
  6. No worries Mr. Woods. i made exactly the same error when I did my airbus to 777 conversion. And a lot of ex-747 guys did that as well. Thank you for for making a tutorial of such a high quality.
  7. In VNAV SPD on climb after take off with the speed window closed. VNAV will Comnand the speed to VFE -5kts for Flap retraction. what in the video was done not quite correct is for both Flap 15 and Flap20 take off, the first Flap setting in the process of Flap retraction will be Flap 5. Which means even if you take off with Flap 20, at acceleration height, we can go straight to Flap 5. Because going to F15 from F20 doesn’t really give you any change on climb (note: both VFE and the minimum maneuvering speed of F15 and F20 are the same) after Flap up VNAV will command 250kts or Vref 30 + 80 untill a default altitude of 10,000ft (modification permitted), after that the ECON climb speed which depends mainly on the weight / Cost Index of the airplane. On a heavy weight departure it is very likely to be around the ball park of 320kts with CI60. However the same could could not be said on arrival. on the 777 when the approach logic of VNAV is activated, the pilot is expected to open the speed window and reduce the speed to the maneuvering speed of each Flap setting, unlike the airbus ( or i heard that the 747-8 / 787 / some new 737 with IAN functions ) which the target speed is changed to the next Flap speed for you automatically as you extend the Flap.
  8. For the US, I remember Kyle has a lengthy explaination this strict FAA rule. You may search the Forum and look for it. To my understaning in the US, the controller has no authority to waive the 250 / 10000ft, when he says free speed on departure only means one can fly at minimum clean speed above 250 until passing 10,000ft.
  9. High speed is almost always granted for taking off out of Sydney. the 250kts below 10,000ft is not an absolute limit in Asia, Australia and Europe, unlike the USA. The controller has authority to waive it or even request a higher speed to help get people in and out. My personal speed record of flying into Sydney was 320kts till 6000ft coming from the north on the Boree 6 arrival for runway 34L. Just wind the speed down to the normal 250kts once the AP mode changes to ALT.
  10. No hard limit on this. In about 3 years ago, everything stays on TA/RA until FAA publishes a new guideline about the use of TCAS. nornally what you said is correct. But pilots do switch it on earlier for situational awareness, i.e to ascertain his take off sequence by looking at the number as well as the spacing of arrival traffic. Or the wheb Taxi To the holding point will be extremely short and/or busy, so just switch it on to TA/RA to get one thing out of the way.
  11. No. Most of the time when rwy 22 and 23 is used they prefer to use the LDA approach. What achtally happen is both LDA 22 and 23 appr will be used simultaneously and rwy 16L/R will be used for departures only. Where LdA22 is for those who comes in from the south and LDA 23 for those who arrives from the north. And the arrival path cross each other with just 1000ft separation on base leg to intercept the offset localizer. Only when the weather gets really bad in a southly wind condition the ILS 22/23 will be used. And the reason being RJTT is only 30mm to the west from RJAA (Narita), and the use of LDA approach effective routes all the traffic over Tokyo bay before begin their descend for the approacH. However if the ILS22/23 is used the arrival traffic would have to go further east which effects the traffic flow in RJAA (Narita). Have a look flight radar every now and then, during afternoon hours of tokyo (which quite often is effected by southly sea breeze), you will be able to see how they arrange both RJTT and RJAA traffic flow. It is quite interesting. and don’t forget that the ILS23 is offset a degree as well, that’s why here is a track discrepancy between the FMC ILS track and rwy HDG. So don’t try to perform an autoland on rwy23. (This is similar to ILS22R in KJFK, also offset 2-3deg if I remember correctly). There is a RNP 23 approach which is quite fun to “watch” although I personally prefer the LDA because I love flying the airplane myself. However the PMDG777 VNAV path doesn’t behave like what the real airplane or the levelD sim does, and it doesn’t simulate RF leg as well. Thats why doing the RNP appr in flight sim sometimes can be painful. Personally i love flying into these airports, they always a bit challenging especially RJAA with the wind. And Japanese airports are probably the cleaniest in the world I must say. Everything is neat and tidy.
  12. Still diesel powered these days .... not much has changed I reckon.... i had apu inop before going in Dubai (summer), Hong Kong (summer) and Moscow (winter). Getting the airplane de-ice is just too much trouble involve..... lucky we had a 4 engine airplane back then. So so we started the engine on one side. Get the other side de ice, start the engine on the finished side, shut down the other side to allow the de ice work to be completed. : S
  13. I am a regular visitor flying into RJTT in real life. First of all, there is no such thing as a VOR34R approach based on the charts I have. There is a VOR34L approach which uses HME VOR for the approach. I am not sure which direction you came in, the DARKS arrival begins with a waypoint KAIHO, this arrival is not very often used, so I assume you flew in from south west of japan. However LDA 22 appr is frequently used whenever there is a Southly wind. So you could have just continue on the LDA 22 appr land on rwy 22. For HND if you come from the south for rwy 34 normally you will get Arlon / KAIHO arrival. And Bacon arrival for LDA rwy 22. The VOR 34L and Highway visual 34R begins at a waypoint Cacao which is part of the CACHE arrival. VOR A 16L/R is almost never used these days.
  14. Most of the time APU is used for short turnaround or when stable GPU is not available. also quite often the use of GPU at some airports will incur a cost higher than Using APU or when ground air conditioning is unable to either cool down in the cabin in a hot day or keep the cabin warm enough in winter. The engines are started with bleed air and electricity supplied by the APU unless the APU is inop, in that case the normal practice is to start one engine at the bay on GPU and ground air cart for the 777/A330, after that we can start the remaining engine by using cross bleed start after pushback. And such procedure has to be carried out carefully with close liasion with ground engineers as having one powerful engine even running at idle at the bay with engineers and ground equipments located closeby is quite dangerous.
  15. For a bit of challenge one may try to land 16L / 34R which is the normal Landing runway for anything up to the 773ER. It is used mainly for airplane which is be parked in terminal 2. LDA for 16L is 2500m. They put the freighter onto 16R solely becuase the cargo terminal was located very to close the runway.