berts

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  1. berts

    Glideslope callout on take off

    Simon, I was joking, honest. At least Dan cottoned on to the fact pilots do care - meat balls and all! Mind you, nothing can beat an experienced Mark 1 eyeball and, if you are fortunate to have one, a reliable Radio Altimeter. Just think back to the days of Apollo 11 and what Neil Armstrong did when his descent computer got overloaded and was no use to him. He simply took manual control and calmly landed the lunar module without any fuss - and more importantly without a DME!
  2. berts

    Glideslope callout on take off

    Dan, Who cares what the DME reads at the threshold (except for Navy carrier pilots)? I'm usually too busy looking down the runway when crossing the threshold and hoping I can stop the beast in time before it reaches the other end! 😵
  3. berts

    KSFO CTD

    Have you been able to update your KSFO installation using the Flightbeam Manager Icon on your desktop, because I found an update there when I first installed this scenery? I have not experienced your issue with KSFO on my PC.
  4. The three IRU's calculate their own position relative to the the FMC position and, as already stated, when you press POS each one will be displayed on the ND with a Star. On a longhaul flight the three stars will gradually drift apart, although it is very rare to see one significantly different to the other two unless the IRU is developing a fault (e.g. 3+3xT as a max error, where 3 is nms and T is time in hours). To determine which of the three IRU positions has the largest 'shift' relative to the other two all you need to do is move the IRS Source Selector switch away from AUTO on the pilot's panel until the relevant Star moves to the tip of the aircraft triangle on the ND and note which IRU the switch is pointing to.
  5. berts

    Glideslope callout on take off

    Like Dan, I also think Chris's false G/S Warning on takeoff is a Sim based issue and not an inherent fault with the PMDG B744 (E)GPWS; if only because it is not a normal warning for this phase of flight - unless the reciprocal ILS LOC is being used as a departure tracking aid and the crew have forgotten to inhibit the GPWS glideslope warning. For a Mode 5 warning "GLIDESLOPE" to be generated it is actually the Landing Gear LEVER that must be down with the aircraft deviating excessively below an ILS glideslope. Pushing the Glideslope Inhibit Switch below 1,000ft Radio Altitude cancels and inhibits the Mode 5 alerts. A Mode 3 "DON'T SINK" warning is far more likely to occur during a takeoff or Go-around due to altitude loss. This will happen if there is an excessive decrease in barometric altitude during the initial takeoff or go-around and the warning will continue until a positive rate of climb is established ABOVE the original descent altitude when the Mode 3 warning was triggered. Given the overall attention to detail PMDG have put into the QOTS and based on my own experience with it, I have little doubt that they have modelled the GPWS system to perform as close to the real aircraft as possible. I managed to get a Windshear warning on a recent approach in heavy rain and what with the cockpit shaking, reduced visibility, noise of the wipers and loud "WINDSHEAR" warnings, the missed approach and go-around felt so realistic I actually broke out in a sweat!
  6. You can hit bigger and better bugs if you are landing at Prestick; maybe even a seagull or two? TRUMP that in your next Bug report, Carl, if you can (with apologies to you know who)!
  7. berts

    Glideslope callout on take off

    Dan, it is not normal practice to inhibit the G/S on the B744 prior to takeoff and shoudn't be necessary to fix Christopher's problem at EGCC with FSX or P3D. This applies irrespective of whether the Departure RWY ILS is auto or manually tuned in the FMS. The only place I can recall where inhibiting the G/S for takeoff was routinely used for real was departing on RWY 13 at Kai Tak, where the RWY 31 ILS would be manually tuned and the LOC used for accurate track guidance until passing the TD VOR and the aircraft was well clear of the nearby terrain on HKG Island. On some older aircraft (e.g. the B747/100 series but not the B744) this would also require the selection of a 'Backbeam' mode. I have just flown a few circuits on 23R and 05L in the QOTS 744 and never got a G/S warning after takeoff. If Christopher wants to fly circuits then I recommend he uses the same runway for takeoff and landing, manually tunes the correct ILS into the FMS and constructs a simple Route around the airfield to the FAF. This should cure his false warnings - we hope! Bertie
  8. berts

    Glideslope callout on take off

    Christopher, What scenery are you using at EGCC? Looking at your image files and the answers to everyone's questions (including mine) it seems there is nothing obvious so far which will explain why you are getting a false Glideslope warning after takeoff at EGCC. Before you Inhibit the EGPWS G/S as Dan has suggested, it might be worth your while eliminating as many variables as possible; for example by using the same runway for take off and landing and see what happens. I suggest you program the FMS so that you can complete a circuit on each Runway and in both directions (i.e. 23L for T/O and Landing, then 23R, 05L and 05R) and see what warnings, if any, you get. You will need to remember to manually tune the ILS prior to takeoff each time with the correct frequency and inbound course. Due to the higher terrain to the East of Manchester you might want to fly each circuit at 3,500ft QNH and use the A/P as if you were carrying out an autoland. This will give you plenty of time to monitor the aircraft and watch for anything unusual - like your false G/S warning. Bertie
  9. berts

    Recycling the Flight Directors

    Going back to the original question in this thread, I am not aware of anything wrong with the way the PMDG B744 Flight Directors are behaving. Although Erek is not quite correct in what he says (because both Flight Directors and the Autopilot(s) need to be disengaged at the same time), the procedure he has alluded to is a fairly common one on the real aircraft. It is used whenever the aircraft is already fully established on an ILS approach and ATC subsequently clears it to land on a parallel runway. Changing the landing runway after the aircraft is established on an ILS is not an ideal situation to be in, but at places like Los Angeles where it can be very busy with two parallel runways in use for landings at the same time, it is not unusual for ATC to switch aircraft from one runway to the other; especially when they are still a fairly long way from touchdown. Provided the aircraft is already coupled on the ILS LOC and G/S, then disconnecting the Autopilot(s) and turning off both Flight Directors is the recommended way to get the AP/FD system out of approach mode. Only then should you turn the F/Ds back on again before re-engaging an autopilot. Although it sounds complicated, it only takes a few seconds for the non-handling pilot to change the active runway in the FMS CDU and turn the F/Ds back on, while the handling pilot can either re-engage an autopilot or fly the aircraft manually. This is usually done using the A/P or F/D in HDG and V/S modes in order to turn the aircraft towards the parallel runway's extended centreline whilst keeping the rate of descent going. As soon as the new ILS is tuned and identified correctly the LOC and G/S modes can be re-armed and the ILS captured in the normal way so that the approach can continue to a safe landing on the parallel runway.. Bertie Goddard
  10. berts

    Glideslope callout on take off

    I've not come across this problem using UK2000's EGCC scenery with the PMDG B744. There are so many possible variables that you will need to provide a lot more information if you want someone to try and reproduce this and maybe troubleshoot it for you. For example: what runway were you using? Was it the first take-off and flight of the day? What ILS FREQ and Radial did you have tuned in the FMS CDUs and were they auto-tuned or manually inserted? Were you flying manually or with the autopilot engaged and if so what modes were you using? What was your height AGL when the callout occured and were you still climbing? What aircraft configuration and performance settings were you using? Were all of the PMDG failure modes switched off? These are just a few of the questions I can think of where your answers would be helpful. Bertie Goddard
  11. Unfortunately, you don't say what Arrival STAR you have selected in the FMS for use with the BWI RWY 10 ILS approach, because several of the STARS into KBWI contain Vectors. Dan is right in what he says, but I have a feeling that the problem you are seeing is due to the fact that the STAR you have selected has a VECTOR within the approach procedure. At this point in the approach you would normally expect to continue the flight in Heading mode under ATC Radar control; usually until cleared to intercept the ILS. You would also tidy up the Map display to give you an extended ILS centreline (pink string) display by Line selecting the FAF, inputting the relevant RWY QDM and EXEC-ing it. This will avoid any risk of you seeing the sort of weird pink lines you posted. Having good situational awareness is very important when flying and it pays not to become complacent by relying totally on the automatics. This includes following the pink string, because if it doesn't look right, or the aircraft isn't following it correctly, then it usually means you have done something wrong! It is normal practice on the B744 to capture the ILS LOC in HDG mode before arming APP Mode (and for the reasons Dan explained, LOC should not be armed until you are either on an ILS LOC intercept HDG or cleared for a straight in ILS approach). Bertie G
  12. Yes, I believe it is although this effect is fairly difficult to model accurately in a PC flight simulator. Once the aircraft is out of the ground effect there should be no need for any additional yoke deflection. If you overcontrol in pitch during this initial rotation phase there is a real risk of a tail strike, so you have to be careful not to overdo it. The other important point to remember is to always aim for the target attitude and initial climb speed for the aircraft's configuration by looking through the flight director to achieve it (i.e. V2 +10kts) Bertie Goddard
  13. berts

    Hey PMDG. Here's an idea

    Right on! There's another word for 'simply grabbing money' and it's called greed. There is a usually a very different need between those who purchase software for use at home (e.g. as a hobby) and those who must rely on it for their profession or business. The former are likely to be more willing to pay for a one-off purchase or licence and then only upgrade occassionally whenever a new feature makes it worthwhile; whereas the latter are more likely to require software that is always up to date in order to remain competitive. For me, two of the most important considerations when buying software is value for money and is it bug free. That's why I normally wait for at least version 3 of anything to come out and, having enjoyed the original PMDG B744 DVD version, why I like the QoTS v3 even more! Bertie G
  14. berts

    PMDG Simulation Center

    Robert, Flight Deck Solutions hardware seems to be aimed at the high end, professional training sector and the cost is likely to be out of the reach of most Flight Sim hobbyists. Are there any plans to produce a more affordable B744/747-8 software/hardware package along the lines of their former Jetmax B737/777 products? Will the 747-8 device also work with your GFO product? Bertie G
  15. berts

    Windshield failure

    There's no need for goggles if you fly through volcanic ash, because it will sandblast the windscreens for you and make them opaque, as well as damage the engines and electronics. This happened to a BA Jumbo many years ago whilst en-route to Perth in total darkness and all four engines ran down. The ash cloud did not show up on radar and apparently there was no QRH procedure for volcanic ash contamination and avoidance at the time, so the crew had their hands full getting to grips with what the problem was and then attempting to restart the engines. Fortunately, they managed to get all four engines going but had to shut one down during the diversion to Jakarta because it was badly damaged by the ash which had melted onto the engine blades and ruined its normal airflow. The crew did remarkably well under the circumstances and the Captain was able to land the aircraft manually on three engines, but apparently he had to stand up until the last minute because he could only see out of the bottom left hand corner of his No.1 window - vision out of the rest of it was totally blurred due to the sandblasting effect caused by the ash. It is almost impossible to break the windows of a commercial jet aircraft. I shudder every time I think back to the awful image of the Pan Am Lockerbie Jumbo cockpit lying on its side in a field with the copilot's window intact. The other accident you refer to was to a BA 1-11 Captain's windscreen and the co-pilot landed it safely at Southampton. The Captain went on to make a fuill recovery and returned to flying. He is reported to have said that the only reason the crew kept a tight hold of him was because he had his wallet in his back pocket! Bertie G