I am making a series of "training" videos on the 747 operation, using PSX, which I hope will be of interest. They will mainly deal with procedures and explanations which you may not find elsewhere.
Suggestions welcome!
1) Changing runways on ILS approach:
http://youtu.be/iANpEdaEsgY
2) The Thrust Lim page:
http://youtu.be/xKJbT9J-1Xw
3) The Take Off Ref page:
http://youtu.be/Zd0eK2Oq9rs
4) Go-Around (1)
http://youtu.be/4p08KYmxBlI
5) Go-Around (2)
http://youtu.be/jf6XS0izTdo
6) Cold Weather Operations
http://youtu.be/vFrefLkiYyE
7) Flight Path Vector (FPV)
http://youtu.be/cEuOBPJjTgo
8) Fix Page Tips
http://youtu.be/EG3l97As0oM
9) Descent Planning
http://youtu.be/pKwpojCDzPI
10) Landing
http://youtu.be/w71YAW9kAGQ
11) Jumbo Crosswind Landing
http://youtu.be/OkeC56ZRwDA
12) Circuits (1)
https://youtu.be/ytUdE4xf7Aw
13) Circuits (2)
https://youtu.be/PR66MkOpDjQ
14) Circling Procedure
https://youtu.be/zzz_mxSylGw
15) RMI Tracking
https://youtu.be/WhujhNm-ot4
16) VNAV climb and cruise modes
https://youtu.be/nUf8bYL7V1U
17) VNAV in descent mode
https://youtu.be/rObfeCNBM2c
18) VNAV on approach
https://youtu.be/2w552oQ5-qE
19) Non-ILS Database Approaches (NIDAs)
https://youtu.be/-fBoLTehrV8
20) Non-ILS Database App DEMO JFK VOR22L
https://youtu.be/kTXpk6rdJGI
21) Non-ILS Non Database Approaches ( NINDAs)
https://youtu.be/hGoqADOnAD4
22) Single Engine failure on take-off - handling.
https://youtu.be/4idnKt_yxOI
23) Single Engine failure on take-off - management
https://youtu.be/LIFGSb35xYs
24) Single Engine failure on take-off DEMO
https://youtu.be/IEtRKRb3NCk
25) Audio Control Panels etc
https://youtu.be/ixuqaRkl3qg
26) Preflight Procedure - C&D to Pre-Flight Checklist (Simfest SIM)
https://youtu.be/hFLd6L3cO2g
27) Preflight Procedure - Engine start to Take-Off (Simfest SIM)
https://youtu.be/nNYbfD1buak
28) One-engine inoperative Approach and GA
https://youtu.be/yiBYnSBulhY
29) Two-engine inoperative Approach briefing
https://youtu.be/lE_aFbaucqA
30) Two-engine inoperative Approach demo
https://youtu.be/7VWFGrBp6KU
31)Hong Kong VHHX Kai Tak
https://youtu.be/hA0flu-k2wU
32) Non-Normal (NN) Procedures 1 - EICAS
https://youtu.be/TH85aoHoKlA
33) Non-Normal (NN) Procedures 2 - QRH
https://youtu.be/zdSrSD7Byiw
34)Non-Normal (NN) Procedures 3 - Human Factors
https://youtu.be/UZnZgSQoUiY
35) Landing Runway Considerations
https://youtu.be/PTlHkqej_Wk
36) Low Visibility Operations
https://youtu.be/mZRn7WpSF0E
37) Loss of Hydraulics
https://youtu.be/twMVsisrK6k
38) Crosswind Operations
https://youtu.be/ib9QNebjqQ8
Comments and suggestions very welcome.
Cheers!
Peter
Whow!!!!
Brilliant!!!
I was really looking forward for something like this!
We don't get to see the landing - was it catastrophic :lol:
Excellent thanks Brit! You make that look easy. I got a feeling I might be hitting TO/GA once or twice.
Thanks Brit!
I hope we see more of these, its always really cool finding out from you all the things that we never think about sat flying a PC that you thought about in real life.
Cheers
Gary
Brit,
Many, many thanks. It's like my birthday and Christmas all at once! You have no idea how grateful I am for resources like this. It aids my learning enormously.
Thanks,
Adrian
Thanks a lot !
Keep em coming !
That is indeed the type of stuff you don't find easily in manuals, so that is definitely very helpful.
Charles
Hello Peter,
thank you very much for the upload. I had a pleasure to watch your actions live on the recent simfest.co.uk event and hoped to see more videos from you.
I am looking forward to all your videos.
Yours disciple, :) :mrgreen:
Britjet,
thanks very much!
It really helps when one can see how the pros do it!
Looking forward to more vids,
Bernd
Hallo Peter,
thanks very much for this video. short, informative and adding some trouble & stress to my "flying".
Looking forward to more of your videos,
johannes
Many Thanks!
Nice one!
Great video !
Keep them coming.
Perhaps starting with a cold and dark cockpit setup, then (in additional videos) progressing through a flight and eventual shutdown.
That should keep you busy for some tine !
Not much to do there, 400guy!
We are planning some multi-crew sessions along those cold-dark lines in GAZUK's (very realistic) sim so will see what comes of that..
I will post more videos soon as they come available - including dealing with some non-normal procedures such as hydraulics, FMC etc. Fun, eh?😳
Peter.
Superb tutorial Peter. Congratulations!
Hallo,
very very good idea !
I will collect your/these videos !!!
greetings
Horst
Subscribed. Thank you :)
I also subscribe to the videos. No one needs it so badly as I do. Thank you Peter.
(BTW nice name ;))
Great. That was wonderful. Must try this later, really heavy workload. Thanks so much.
Subscribed, tried ... landed safely (5th attempt) !
Big thank you for your effort !
Hi Peter,
Many thanks, great to see how the pro's do it! Really looking forward to seeing more of your work. Great stuff. Thanks for sharing it with us. Will have a go myself when i get the time.
Cheers
Neil
Hi Peter,
Great tutorial! Much appreciated!
Jeroen
Hi Britjet!
Quite a nice video, with X-Plane's visuals! I'm not a real B744 driver, but the workload seems quite a lot for that, doesn't it?
I have another way of dealing with that: just switch everything off, and go on fully by hand... of course, if weather permits!
Here it is: http://perso.numericable.com/pierre.theillere/EDDF-Sidestep.mp4
Nicely done Pierre!
Of course you can do it manually! (How were you going to fly the instrument missed approach for the new runway by the way? )
it's not X-Plane visuals, by the way - it's P3D.
Cheers,
Peter
Quote from: Britjetit's not X-Plane visuals, by the way - it's P3D.
I was thinking about that myself yesterday, as I was driving home :-)
It looked as XP10, and I did use XP10 initially but have moved 100% ( again ) to FSX, now SE.
But I thought to myself that it might be FSX with ORBX FTX Global, but the scenery and autogen sliders turned practically all the way down ( the airport appears to be a freeware or payware version ? ). This is indeed the best option. We can't expect to have it all, at least me running it all in an i5 with a 1GB GTX 650 Ti...
Great video, very professional. I like it ! Congratulations.
Another video just posted on the subject of the THRUST LIM page, with an insight into a new add-on under development by GAZUK called BACARS.
This will have a number of very useful functions which I will leave for GAZUK to explain when it is finally released. Please note that the take-off performance calculation section will require you to have a copy of TOPCAT for it to function.
More videos coming soon ( what else would I do with my retirement? It's too cold here for golf!).
"Enjoy"
Peter
Thanks again, Peter.
If you don't mind, I'll link this thread here with the page below under "Tutorials":
http://aerowinx.com/html/misc.html
Cheers,
|-|ardy
Thanks Hardy..
Peter
[size=8]
QuoteMore videos coming soon ( what else would I do with my retirement? It's too cold here for golf!).
[/size]
Hmmm..., hoping for a looooong and cooooold winter... :D.
Thanks !
Hessel
New video on "Take Off Ref" uploaded.
The next will be on Go-Arounds - should be a little more exciting!
Peter
Hi Peter,
Super, thank you.
Regards,
Frans
Hi Peter, I cannot thank you enough for these videos. I had always felt that I desperately needed actual tuition to really understand the true workings of the "Queen"
[size=8]
QuoteMore videos coming soon ( what else would I do with my retirement? It's too cold here for golf!).
[/size]
Last week I collapsed on the golf course. Temp 30 degrees, high humidity, low BP and lack of food. My playing partners thought I had gone, and had called for a defibrallator . Had only fainted because I was losing money at that stage and thought it was one way to save cash :roll:
Cheers and many many thanks to you and of course Hardy for great productions.
Derek
Kind words Derek, thanks for that. Hopefully no more fainting. I am envious about the golf...
Peter.
Incidentally, it has been pointed out that my BA "model" was selected for an ""ER" type.
Not correct - sorry about that - it should have been a "Normal"..
Cheers,
Peter
Peter,
In your "Derate video" the EPR before the procedure is 1,70.
With TO 10 % it shows 1,63; 10 % would be 1.53.
With TO 20 % it shows 1.56; 20 % would be 1.36.
Does this imply a non-linear relationship between EPR and thrust
and is the percentage here so real thrust reduction and -not- EPR reduction,
or is there a totally different interpretation ?
Hessel
p.s.
Learned new pronounciations, I wasn't aware off. Did it years wrong !
FLCH not als Flight Level Change, but phonetic as "Fletch".
EPR not as E.P.R. but as "Eper".
Hessel,
I am becoming even more British watching these and shall be trying to fit "Seriously Soggy" in to every day conversation :mrgreen:
Cheers
Gary
Hi Hessel.
Well spotted on the ATM derate! I deliberately glossed over that as I know it doesn't tie in.
Hardy is aware and we are looking at a possible resolution, which may or may not be possible, or even appropriate.. He has used other airline's data and they differ on the derate for some reason.
If you would like to achieve the full 25% reduction (which is a very comfortable and realistic climbout at most weights) you can do the "double-derate" method, using a fixed derate of 20% and then adding a small temperature increment until you get the mathematical 25% off the max EPR.
The percentage reduction is take off the figure after the decimal in this case "70" so 10% would give you 1.63, 20% would give 1.56.
"FLITCH" - or Flight level Change - FLITCH is quicker!
and yes, - "soggy" LOL
Peter
Peter,
Just another big thanks for your videos, great information for us "wannabe" B747 pilots!
Rgds
David
Quote from: BritjetHi Hessel.
Well spotted on the ATM derate! I deliberately glossed over that as I know it doesn't tie in.
Hardy is aware and we are looking at a possible resolution, ...
Hi Peter,
last time we emailed, -20% from 1.56 doesn't make 1.36 as Hessel suggests, but 1.45 :-)
The results in PSX should be correct now since beta 8.
If Hessel's formula was right, 100% reduced from 1.56 would be 0.56, but that's reverse thrust actually, and not zero thrust. Zero thrust at zero Mach is 1.00 EPR.
I'm sure you agree: When 1.00 EPR produces zero thrust, the value after the decimal ist the actual thrust value. E.g. when we have 1.43, the % factor needs to be applied to the value 43. E.g. 10% of 43 is 4.3. E.g. 1.43 - 10% = 1.43 - 0.043 = 1.387 EPR.
:-) OK, I see you agree:
Quote from: BritjetThe percentage reduction is take off the figure after the decimal in this case "70" so 10% would give you 1.63, 20% would give 1.56.
But that's how it works in PSX. Why are you saying it needs to be "resolved"?
The only point left over is the assumed temp in PSX being limited at 63°C (as observed on some real aircraft), while at BA it goes to 70°C.
Regards,
|-|ardy
P.S.: A tip on the takeoff CG entry in the FMC: If a weight & balance computer is not installed, you can look up the true CG on Instructor > Situation > Aerodynamics.
Hi Hardy,
Sorry, the "resolution" there, as I called it, was just referring to a possible way to make the PSX model exactly fit the BA RB211 re the ATM derate, which as I said, might be inappropriate, so no problem there.
Thanks for the input on the % CG - I had forgotten that!
Peter
Aha !
QuoteThe value *after the decimal* is the actual thrust value
Complete logical, but you have to think about it..... :oops:
Instructive +++
Thanks both, up to the next video ...
Hessel
I think it's a little more complicated than that, and you'll need the B747-400 FPPM.
Some interesting reading here :
http://www.smartcockpit.com/aircraft-ressources/Reduced_Thrust_Operations.html
Stephane
Quotea little more complicated
Thanks Stephane,
Only 106 pages (with big pictures) more .... :lol:
No problem, many of us do really feast of it !
Hessel
This presentation doesn't say that the equation "1.50 EPR minus 10% = 1.45 EPR" be wrong, does it?
Hi flexible and fixed thrust deraters ...
Now, I'm really confused.
Learned from Hardy 2 messages ago, that the percentage E.P.R. reduction should not be calculated from e.g. the 0,00 to 1,70 range, but (of course) from the 1,00 to 1,70 range.
But now the PDF which Stephane/Calimhiro uploaded 2 messages before.
Please see pages, only 6 and 7.
There are figures with the relationship between E.P.R. and resp. Fanspeed and Exhaust Gas Temperature.
In the figure is clearly shown an EPR derate/reduction from 1,51 to 1,33.
It's mentioned there, that that reduction (delta = 0.18 ) is -25- %.
And now the question: From which values in that figure is the 25 % calculated ?
Apparently I'm blind; can't figure it out.
Hessel
Typo? Figures equate to 35% reduction.
For each aircraft type and engine variant, Boeing publishes a Flight Planning Performance Manual (FPPM) which contains all datas, graphics and tabs for performance's calculations. Some parameters are not linear.
That's why I said that a FPPM would be nice to have. Unfortunately, as you may know, this is Boeing copyrighted and cannot be distributed.
Maybe Hardy, you could write to Boeing directly, and try to get one.
Stephane
"Excellent stuff, these videos are."
__________________[size=8]Yoda the Jedi[/size]
It has been said before, and I'll say it again: This is great instruction.
Thank you!
Cheers,
Martin
Hi,
From FPPM for RB211 G's. EPR is for 0 pressure altitude at different temps.
TO - 1.46,50,53,56,59,62,65,68,71,72
TO1-1.42,45,48,50,53,55,58,61,65,65
TO2-1.37,40,42,45,47,49,52,54,56,56
Stephane and Gary thanks !
@ Stephane. My understanding from the figure is that the non linearity doesn't play a role here.
The rough values/lines we are talking about here, are nearly linear in that part of the figure -and- more important i.m.o. the type of figure does "correct" for non-linearity with the readings on X- and Y- axis.
@Gary. THAT could be the case! I also came at a percentage of 35 % instead of the mentioned 25% , but did believe that on a scanned a page from an official manual a typo (ehhh... writo...) couldn't exist ...
Indeed it's handwritten, but that could also be official...
I did look in my old .. 767 manauls (= 1 meter bookshelf...) and found in -non- of the pages with all the graph's, any handwriting !
Hessel
p.s. And NOW back to the GREAT video's !!!
It's an old Boeing-rule that in a weekend at least 1 is produced .... ;)
Go Around video up - the first of two on the subject.
Cheers!
Peter
Peter these videos are excellent! Having a 744 captain giving instruction on procedures together with Hardy's manual really makes this sim the best PC program out there. Much appreciated thanks! :mrgreen:
wow amazing videos, thank you so much :mrgreen:
Things were a lot simpler back in the 747-100 days when we just had to fly the airplane
Great teaching aids in these videos, much appreciated by this "old dog".
Hi Peter,
many thanks for the video 4).
Every time very interesting to hear and to watch.
How many go-arounds you made in your active pilot life?
greetings
Horst
Thanks, Horst
I don't think I ever had an "active" pilot life!
In terms of Go-Arounds - not many - probably countable on two hands..In long-haul you don't get many opportunities..
(Mostly as a result of close spacing on final, a couple of TCAS events from other aircraft, one or two minor technical issues..very little that was weather related...)
Cheers,
Peter.
Quote from: 400guyThings were a lot simpler back in the 747-100 days when we just had to fly the airplane
Great teaching aids in these videos, much appreciated by this "old dog".
You should have tried the 707
Peter
I think I may be able to finally settle this derate discussion as to whether the derate is linearly mathematical (or should it be mathematically linear?).
If you will trust me to quote from the Boeing FFPM for JAR-OPS (ie Europe) for the RB211 524 G-series..
"Regulations permit the use of up to 25% takeoff thrust
reduction for operation with assumed temperature
reduced thrust. Use of reduced thrust is not allowed on
runways contaminated with water, ice, slush or snow.
Use of assumed temperature reduced thrust is not
recommended if potential windshear conditions exist.
The assumed temperature reduced takeoff EPR is read
from the Max Takeoff EPR table at the assumed
temperature. The minimum allowable EPR for reduced
thrust, based on 25% takeoff thrust reduction, is shown
below. It is not recommended to set takeoff EPR lower
than the scheduled Climb EPR.
MAX TAKE OFF EPR FOR ACTUAL OAT:- 1.90, 1.80, 1.70, 1.60, 1.50, 1.40
MIN TAKE OF EPR ALLOWED:- 1.67, 1.59, 1.52, 1.45,1.37,1.30 respectively..
As they say- "Do the math" !
Perhaps you can construct your own table :-)
Britjet
Love the videos, thanks.
Re the GA, when you pause the video at 800' AGL after pushing TOGA, climb rate is 2750 fpm and the thrust briefly touches full GA thrust even though it's the single-push TOGA which aims for a climb rate of 2,000 fpm.
Then when pushing FLCH it goes to full thrust again, even though it's less than 1,000ft to altitude capture.
Is there a way to keep the thrust more constant and gentle throughout the TOGA procedure, up to and including acceleration and alt capture, just as there is on take-off using TO2/CL2 with VNAV for example?
Thanks,
M
Quote from: martinbakerThen when pushing FLCH it goes to full thrust again, even though it's less than 1,000ft to altitude capture.
You mean, FLCH should apply its 2-minute-rule when transitioning from the TO/GA pitch mode?
Should it do this? I don't know. But I can easily add this condition if someone confirms the real thing does it.
For the 2-minute-rule, the AFDS must record the current altitude in the moment when FLCH engages. This record is used to get the distance to the MCP altitude, and to calculate a suitable vertical speed (with 800 fpm being the minimum) for a 2-minute level change. It needs a starting point to get a steady reference until the MCP altitude is caputered.
In my current code, this rule is applied when transitioning from any of the following modes:
ALT
VNAV ALT
V/S (if current V/S is less than 300 fpm)
VNAV PTH (if current V/S is less than 300 fpm)
Intentionally not included on this list are VNAV SPD and TO/GA because they typically aren't tools to hold an altitude from which one would like to go away from. (And FLARE and G/S are irrelevant because only TO/GA can be engaged on them.)
Regards,
|-|ardy
Edit: I just tested the 2-minute-rule when transitioning from
TO/GA to FLCH. 5000 was my MCP altitude. At 3000 I changed from TO/GA to FLCH, and the climb rate went down from 2000 fpm to 1000 fpm. That doesn't feel right. I'm on a go-around, I want to climb quickly; I'm not changing cruise levels. -- The nose will drop and the climb rate will decrease anyway when I increase my command speed for flap retraction.
I don't know Hardy - sorry. 1000fpm does seem a little low as you describe - is there actually a 2-minute rule as such? I don't remember seeing it anywhere..
martinbaker - well spotted on the TOGA thrust going to maximum. It will do this in certain circumstances and I will be covering this in detail in the next video..
Cheers,
Peter
Here is my poor runway attempt change (a couple mistakes), from San Fran LDA 28R (the situ that comes installed with PSX) after watching Captain BritJet's tutorial.
https://www.youtube.com/watch?v=1DPKc2IzAkQ
Thanks for responses. I'm interested in getting a really smooth GA, the sort that you might want when deciding an approach is unstable at 1,000 AGL - no emergency, no panic, plenty of time and don't want to worry the pax. The smoothest method I can find is inspired by BritJet's runway change video:
Disconnect AP
FDs off
FDs on
AP on
Dial MCP VS up to 2000
Flaps 20, gear up.
Engage heading mode (SEL or LNAV)
Passing accel height, AT off, VS down to 1500 or less
Set new speed in MCP
Retract flaps on schedule
Approaching target speed:
(a) if near level off alt, engage AT and SPD mode
(b) if further off engage FLCH (AT still off - I find that engaging FLCH with AT on results in full thrust and high VS, even if only 1,500ft to go. Then AT on & select SPD as alt is captured.)
Fiddly but ultra smooth!
A question: During a GA in v10.0.0 if VS is engaged from TOGA, THR mode remains unaltered. In v.10.0.2 - beta 12, engaging VS from TOGA changes from THR to SPD. Is the newer version correct?
Thanks,
M
New video out - Cold Weather Operations - very appropriate for me right now!
The second GA video will follow shortly..
I would like to extend my thanks to Garry Richards, and VisualPSX, for making it possible to link the scenery. Thanks Garry! (I will put some proper credits in place soon).
Cheers,
Peter
martinbaker,
That will also be in the GA2 video!
Basically you have 2 options - one is to press the (dreaded) THR button, which will reduce to CLB (or CON) thrust.
A more passenger-friendly option is, as soon as you press TOGA - immediately press FLCH.
Once the aircraft is going in the right direction you can refine this for an even gentler climb if you want to, by using V/S.
Nearly-empty fuel tanks like this method as well!
Cheers,
Peter
Thanks Peter, I'll try those methods. Back in the 90s I was pax in a BA 747-100 which did a GA at KPHL - apparently ATC didn't give enough time to slow things down so the crew went around - but it was very smooth and comfortable: a steady increase in thrust and pitch and no roller-coaster feelings. Maybe in the -100s GAs were less aggressive. Thanks for help, Martin.
QuoteI don't know Hardy - sorry. 1000fpm does seem a little low as you describe - is there actually a 2-minute rule as such? I don't remember seeing it anywhere..
It may be written as 125 seconds in some manuals. If the altitude change can be achieved in 125 seconds without full climb thrust, then it will do so.
Sometimes referred to as "smart FLCH". I couldn't find a direct reference in the 747-400 manuals, but the 125 seconds target is mentioned in 767 and 777 manuals.
Rgds
JHW
I've had a play with a few GAs using beta 18 and really like the feel (for what it's worth from an amateur.) After a single push TOGA the pitch up and climb is very smooth, then a press on the THR button (thanks for the tip Peter) before engaging FLCH for acceleration keeps the whole process quite gentle by contrast to the double-push "get me out of here" technique. Looking forward to the next video!
Thanks to Peter and, of course, Hardy!
M
PS - Question(s) for Peter: What's the reason BA uses Flaps 25 as standard for landings? Is it to make the transition to GA easier, i.e. approach speed closer to Flaps 20 ref speed? Are there any situations where BA would use Flaps 30?
Thanks, M.
Hi M,
25 flap - less thrust on approach = less noise.
Less flap = longer flap life between overhauls.
Flap 30 is used in BA for low viz autolands - to enable a better view over the nose with a slightly lower pitch angle, and for short runways or runways where you want to save on heating up the brakes (because you are flying a bit slower). Hot and/or high airfields would fit into this category.
GA2 video coming soon - just having a little battle with editing :-(
Peter
Second Go-Around video now uploaded.
I'm sorry that this is quite lengthy - 18 minutes. Much more than I had originally intended - - there were quite a few approaches to "shoot", as well as coverage of recent changes.
Feel free to fast-forward!
I will try to make future videos much "snappier"!
Cheers,
Peter
Quote from: BritjetI'm sorry that this is quite lengthy - 18 minutes. Much more than I had originally intended - - there were quite a few approaches to "shoot", as well as coverage of recent changes.
Feel free to fast-forward!
The longer the better as far as I'm concerned! Heading over to YouTube now - thanks!
M
Hello Peter,
thanks again for doing so much with these training videos. I am always looking forward to learn something new.
Quote from: BritjetI will try to make future videos much "snappier"!
As far as I am concerned, even 18 minutes fly be rather quickly, there is just so much of valuable information! I had the pleasure to be in Level D simulator for few hours, and it all seemed as a few minutes passed.
I am sure that all of us are quite happy and learn something useful every time (well at least most of us :) ).
Again, let me thank you for your time, effort, and great learning tool!
Cheers,
Just finished watching your last one.
I am also really grateful for all those free lessons with a first class teacher !
Thanks indeed for all your efforts, they are very much appreciated !
Charles
Thanks, guys. It's nice to know they're appreciated.
Peter.
Some time age I saw a video from (I think) an AAL training captain discussing the perils of the automated cockpits. He gave as one example the actions of another captain on a check ride he was giving when they gave a TCAS warning.
I wonder what the opinion was/is at your old airline as to handle this.
(His approach was to click off everything and fly manually, which I happen to agree with, and which was NOT what the guy in question did).
I find your videos VERY interesting. Keep up the good work.
jj
Great informative vid Peter. I'm not forwarding it I'm replaying it over and over so I can do it from memory. Thanks again buddy.
Hi jj,
All TCAS RAs have to be flown manually in any case - so your Check Captain was correct - to do it in auto would have been incorrect by any standards..
Cheers,
Peter
At the risk of you thinking I have a one-track mind: in my quest to find the smoothest G/A, after single-push TOGA then engaging LNAV or H SEL, I find that pushing THR before selecting FLCH reduces the limit to Climb, so that the engines don't surge to max G/A thrust when accelerating under FLCH. Nice, smooth effect.
Which makes me wonder: in the real aircraft, when pressing FLCH from the TOGA mode, would you expect the thrust limit to change automatically from G/A to Climb, or should it remain on G/A as in 1.0.2?
M
Hi,
I have intentionally programmed it such that FLCH engagement can only increase your thrust, not reduce thrust, i.e. it changes to CLB (or CON) only if it was CRZ before.
However, what I found strange in the video is this at 3:15:
https://www.youtube.com/watch?feature=player_detailpage&v=jf6XS0izTdo#t=193
At 3:15, CLB 2 (selected by THR switch) goes back to G/A when changing from TO/GA to FLCH. Is this a video cut? I can't reproduce this in PSX; it stays in G/A.
Also, Peter, how did you manage to get CLB 2 instead of CLB by pushing the THR switch? :-) Did you record this shortly after takeoff?
Thanks again, Peter!
Cheers,
|-|ardy
Hi Hardy,
Thanks for the video excerpt..
All the videos were done as described ie from a GA, no take-offs involved.
I agree that the GA indication when pressing FLCH was an odd one - not sure how this happened...
I noticed the CLB2 indication when the THR was pressed, and in fact had done about three takes of this particular manoeuvre beforehand, seeing CLB 2 each time, but ignored it as it wasn't an important point. ( I wondered at the time if the PSX algorithm for deciding the climb thrust rating might be the same one that decides the Climb thrust option on the THR LIM page on the ground, i.e. performance based, but let it go.)
Another video coming momentarily..
Regards,
Peter
New video uploaded.
How to use the Flight Path Vector (FPV)
Cheers,
Peter
Very nice vids indeed! In the GA vid, Something else I've noticed, when you push TOGA the first time it adjust AT and APFD modes. When you push a second time to have full TOGA thrust, I think it only affects the autothrottle.
If LNAV is engaged, isn't LNAV supposed to remain engaged? Seeing this vid made me doubt so I checked the manuals. On the 777 roll mode changes back to TOGA with HDG modes, but not in LNAV. On 747 roll mode stays in whatever mode it is in with the second push?
Quote from: BritjetNew video uploaded.
How to use the Flight Path Vector (FPV)
Nice "trick" with the FPV for the glide path - thanks!
Your tutorials are amazing. You speak slowly and clearly so that means I can concentrate on the different panel sections of the video.
Thumps up,
Bernd
HI IefCooreman,
The 777 has TOGA to LNAV.
If there is a valid LNAV track in the box LNAV will engage at 50" RA with the autopilot disengaged and 200" with the autopilot engaged after pressing TOGA.
So after pressing TOGA a second time on the 777 LNAV will immediately re engage again.
Cheers
Chris
Hi Christo,
Yes I know, but I was questionning the 744 logic since the 744 FCOM speaks only about autothrottle mode, where 777 FCOM explains differences depending on available/activated/armed lateral modes.
So I presume on the 744, as in the situation in the video describing the second TOGA push effect (full TOGA thrust) LNAV has to remain active with the second push of the TOGA switch, if active prior to the push. In the video lateral mode changes back from LNAV to TOGA.
Ok I see what you mean.
I would think if the system doesn't have TOGA to LNAV a second push should re engage |TOGA|TOGA
Will have to wait and see what Brit says...
Cheers
Chris
Hi guys - yes - the 777 is different:
(these quotes from the respective FCOM2 manuals)
777:-
Second push (go-around active with flaps out of up, LNAV armed, TO/GA roll
and pitch mode) - activates autothrottle in THR REF using GA reference thrust, or
Second push (go-around active with flaps out of up, LNAV active, TO/GA pitch
mode) - activates autothrottle in THR REF using GA reference thrust, roll mode
remains LNAV, or
Second push (go-around active with flaps out of up, HDG SEL or HDG HOLD
active, TO/GA pitch mode) - activates autothrottle in THR REF using GA
reference thrust, selects TO/GA roll and pitch modes.
747:-
Push (on approach with flaps out of up or glideslope captured) -
• activates A/T in THR mode with GA reference thrust limit displayed.
Thrust adjusts to provide a 2000 feet per minute climb
• selects TO/GA roll and pitch modes
• activates F/D with no A/P or F/D active
Second push - activates autothrottle in THR REF using GA reference thrust.
Cheers,
Peter
Hi Britjet,
Quote from: BritjetSecond push - activates autothrottle in THR REF using GA reference thrust.
And nothing else. If active roll mode is TOGA it remains TOGA, if it is LNAV, it remains LNAV...
Ps: apologies, me jetlagged in HK in the middle of the night trying to get sleepy reading manuals
I see where you are going with this..:-) Interesting point..
777 FCOM2 (this time on takeoff)...
Second push (go-around active with flaps out of up, LNAV armed, TO/GA roll
and pitch mode) - activates autothrottle in THR REF using GA reference thrust, or
Second push (go-around active with flaps out of up, LNAV active, TO/GA pitch
mode) - activates autothrottle in THR REF using GA reference thrust, roll mode
remains LNAV, or
Second push (go-around active with flaps out of up, HDG SEL or HDG HOLD
active, TO/GA pitch mode) - activates autothrottle in THR REF using GA
reference thrust, selects TO/GA roll and pitch modes.
747 (whole section of FCOM 2 this time)
In flight:
Push (after lift-off with takeoff reference thrust limit displayed) -
• removes takeoff and climb derates and assumed temperature thrust
reduction.
• A/T in HOLD, activates A/T in THR REF mode.
• between 50 feet and 400 feet, selects TO/GA roll mode.
• above 400 feet, selects TO/GA roll and pitch modes.
Push (on approach with flaps out of up or glideslope captured) -
• activates A/T in THR mode with GA reference thrust limit displayed.
Thrust adjusts to provide a 2000 feet per minute climb
• selects TO/GA roll and pitch modes
• activates F/D with no A/P or F/D active
Second push - activates autothrottle in THR REF using GA reference thrust.
You will see that there is no particular reference to the changes to LNAV with the second push for the 747, (in fact no mention of LNAV at all in the whole TOGA section), whereas this is specifically mentioned in the 777 case.
Personally I don't think I have ever met this situation - (having never seen a TOGA press/ LNAV/TOGA press situation), so as always, I am prepared to be incorrect, as will PSX in this case, but I don't think so.
Perhaps Hardy can shed some light - but I am *fairly* sure that I am correct :-)
Shouldn't you be in "Dusk-til-Dawn" instead of trawling manuals?- LOL!
Regards,
Peter
Quote from: BritjetShouldn't you be in "Dusk-til-Dawn" instead of trawling manuals?- LOL!
Ok, NO comment! big LOL! Are you going to do a training vid on that long haul SOP as well? :-)
Cheerz!
Peter, I don't know if you take requests but (for me) something on the radio panel and setting it up for its various uses would be really helpful - this is an area which only had a very basic simulation in PS1 and, although I can get by, I'm finding it quite hard to build a full understanding using the manual alone. Seeing them in use would be really helpful! Thanks, M
Hi M,
Are you thinking of the comms panel(s) or the NAVRAD page?
Peter
Quote from: BritjetAre you thinking of the comms panel(s) or the NAVRAD page?
The comms panels - in other words a demonstration of pp.155-170 of the manual - thanks!
Hi M,
I think that covering such a panel would be quite a tricky and long video to do - there is quite a lot of technical material there. I would suggest you try it out, and any questions that you have I am sure can be answered in the forum.
Sorry!
Peter
Just watched all videos, thank you Peter! Waiting for more :-)
best regards
vito
Peter,
I would really like to see a video on A/T and A/P use during approach, and manual / coupled landing.
When should the A/P be disconnected? When should, if so decided by the crew, the A/T be disconnected and the throttles handled manually ?
Are there SOPs recommending that the A/T should stay armed during approach and landing, and only disconnected during the rollut ?
In PSX I believe I have really killed a few good landings even under adverse weather, when, during flare, the armed A/T all of a sudden decided to kick in and "give me speed" instead of going to idle :-(
Hi Jcom
That's a good idea for a video. Thanks.
Re the autothrottle. You don't ever use it for a manual landing. It should come out just before you take out the autopilot. The autopilot disengage point is obviously variable, and when I produce a video on it I will talk more about that. In my company it was normal to take out the automatics when visual and below 1000ft.
For an automatic landing the autothrottle stays engaged throughout, and is only disengaged by the action of selecting reverse thrust after landing.
The 747 has a very strong pitch effect due to thrust from the engines (slung under the wing) so it is very destabilising, and difficult to fly manually if the autothrottle is engaged.
If you hand-fly I recommend you take out the auto throttle, unless it is just for a prolonged climb, in which case take it out before level-off..
Cheers
Peter
Thx Peter!
Looking fwd for that video, and any video in your series :-)
Quote from: jcomm... during flare, the armed A/T all of a sudden decided to kick in and "give me speed" instead of going to idle :-(
On the 744, an armed A/T will never kick in (engage) on its own. When the A/T mode annunciation is blank, it stays blank.
Perhaps you had the HOLD or SPD mode engaged. That means
engaged, that is more than just
armed. When the first missed approach leg becomes active and you're in VNAV, the THR REF mode will engage for the go-around. This happens only if any A/T mode is already engaged, incl. HOLD. This will not happen if your A/T is disengaged and armed.
Or you accidentally pushed a TOGA switch while retarding the throttles.
Or, by "kick in", you mean the A/T "advanced the throttles" and it hasn't been disengaged at all.
Cheers,
|-|ardy
Yes Hardy,
I am sure that, while the A/P was On, I had selected APP, thus causing the 3 channels to become active, and LAND3 was announced. I then disconnected the A/P, and manually flew the final app, and, as I was about to start my flare, the power came back in, and it ended in a go-around :-/
So, the most probable cause was me hitting the TO/GA key in my joystick unintentionally ...
José,
A/T and A/P are two systems, they are independent of each other. Each system must be disengaged separately. Disengaging the one system will not disengage the other.
Cheers,
|-|ardy
Hardy,
I'm aware of that, but, I thought that in the 400 series we could leave the A/T engaged, down to touchdown and rollout, and it would automatically retard the throttles to idle during the flare ( I believe the trigger must be some radio alt... 25 ft ??? )
What happened in my approach, and I regret not having saved the situ :-/, was that after disengaging the A/P I left the A/T engaged all the way to touchdown, but, as soon as I started to flare, instead of moving to idle, the throttles moved up towards TO/GA.
Again, I am sure I must have done something wrong, and also, this didn't happen with the latest version, but some 10 versions away, I believe....
I still think that I must have accidentally pressed the TO/GA button programmed on my Saitek Rhino throttle unit :-/
Isn't it usually company policy to disengage both the A/P and A/T at the same time?
Throttles only retard to idle with rollout with A/P and A/T engaged (precision approach).
If you only disengage the A/P, A/T remains active (probably in SPD mode). A/T commands the thrust levers to idle around 20 ft RA only when A/P is engaged. In your situation A/T was active (A/P wasn't), at flare you pitched up and you started to loss speed so the A/T advanced the throttles to compensate that. That's it.
Cheers,
Quote from: AviIf you only disengage the A/P, A/T remains active (probably in SPD mode). A/T commands the thrust levers to idle around 20 ft RA only when A/P is engaged. In your situation A/T was active (A/P wasn't), at flare you pitched up and you started to loss speed so the A/T advanced the throttles to compensate that. That's it.
Cheers,
Ok! That must have been the case indeed!!!!!
Thx for the tip!
I was used to the PMDG 777-200, where landing can be accomplished flying manually, but with A/T engaged, and it retards to idle during flare, automatically, disengaging only as I set reverse ...
New video posted on "The Fix Page". Sorry, the definition isn't as good as I would have hoped - I will try to make things "bigger" in future.
I hope it is of some value nonetheless.
Cheers,
Peter.
Thats for your invaluable videos :) Perhaps you could demystify the equi-time point on Altantic crossings?
Hi Peter,
I have been watching your videos with great interest ever since you published them.
A masterclass in tips and techniques, which has truly enhanced my overall experience of PSX.
Thank you for taking the time to produce the videos.
Kind regards
Raj
Thanks GodAtum,
There is no easy way to work out an equal-time point on the 747. On an Atlantic crossing the various maritime airfields (eg Ireland, Azores, Iceland, Eastern Seaboard, Greenland etc) go in and out of the calculation as you proceed, so it is really a "moveable feast.."
Most commercial flight plans will offer "equal-time" points for Atlantic crossings but they aren't usually terribly relevant. For example they might offer CYQX/EINN which would be useful if you were actually on a straight line between those two airfields, but otherwise not at all.
Putting large range rings such as the maximum allowed of 511nm is a great help, but the remainder is largely a case of looking at wind charts and having an idea of groundspeed in each direction. Of course putting the airfield in the FIX page will make it more precise.
Newer aircraft, such as the 777, which has an "ALTERNATES" page, can make a better judgement.
There is a thing called a PNR (Point of No Return) which will be calculated if range is strictly limited, and would signify an absolute point between isolated airfields if fuel was tight, and might still be relevant with short-range aircraft, but doesn't apply to long-range aircraft. I seem to remember Capt John Wayne being caught out by the PNR in "The High and the Mighty" as he flew a DC6 (I think) across the Pacific.
They had real pilots in those days LOL!
Of course the PNR (as well as the Equal Time point) takes into account the wind component.
Cheers,
Peter
Thank you Raj, that is very kind of you.
Peter
Just a heads up..
I am thinking of producing videos on the following:-
1) Approach configuration - flap and speed selection on various type of approach.
2) Tips for accurate landings
3) Circuits, Circling procedures
4) Non precision approaches - NDB, VOR, RNAV etc
5) Diversions
6) Engine failures
I might go on to a sort of "advanced" look at generic non-normal handling and some specific failure situations. e.g. Hydraulics, Flight Controls etc
How does this sound? Comments and suggestions very welcome.
Cheers!
Peter
This would be great Peter especially the first one. I often get caught up with "am I too fast too slow?" for the approach so that would be really helpful. All of your suggestions would be very helpful. Thanks again for your time and the excellent vids.
Peter,
I purchased PS1.3 way back and since those times have collected every book, commercial video/DVD and magazine article I can find about the 747-400. In fact anything that I thought could help me learn how the 747-400 works and how to fly it. When I stopped using PS1.3 and Hardy started developing PSX I knew in time I would again, as a solo simulator flyer, face a very steep learning curve to get to a point of anything near competency in piloting PSX in even the simplest of situations. With the help of Brian's excellent Introductory Tutorial I relearnt the basics but there my understanding stalled. That is until you came along with your videos. You have significantly added to and helped my understanding. Your videos are a real joy. In late middle age I find myself again challenged. It's hard work but when a flight comes together I'm like a dog with two tails.
If I may make a request for a video. I'd like to understand the thinking and resulting actions following on from say leaving Heathrow and flying up the backbone of England and then needing, for whatever reason, to divert and get on the ground ASAP. Where would you go - Manchester, Glasgow? And why? What factors would contribute to that diversion decision and how do you execute it?
Thanks very much indeed.
Adrian
Thanks Adrian. A very nice idea for a video. I will add it to the list!
Peter
Peter, allow me to join in praising your efforts in making these videos. Getting advice from the pros is invaluable. :)
I´d like to suggest a video regarding the use of Route 2 in the various phases of a flight. Perhaps prepare a return to the departure airfield, use RTE2 waypoints to "draw stuff" on the ND, prepare different variants for arrival/landing?
Best Regards
/Tord Hoppe
Thanks Tord,
That's another good idea...
Peter
Hi Peter,
Many Thanks. Your style is just perfect!
Just one question - I've subscribed to your YouTube Channel but it does not show any videos there. To find the videos I have to go to your post here.
It would be wonderful if when you post a new video, I'm alerted through the YouTube subscription alert system.
Again, thanks for all your effort and advice.
Hi Chris
The videos are "unlisted" in Youtube - you can only access them via the links above.
I have no videos which can be subscribed. Sorry!
Peter
Quote from: BritjetI am thinking of producing videos on the following:-
1) Approach configuration - flap and speed selection on various type of approach.
2) Tips for accurate landings
3) Circuits, Circling procedures
4) Non precision approaches - NDB, VOR, RNAV etc
5) Diversions
6) Engine failures
7) Use of Route 2
I might go on to a sort of "advanced" look at generic non-normal handling and some specific failure situations. e.g. Hydraulics, Flight Controls etc
How does this sound?
It sounds like Heaven Peter! Looking forward to it!
I've been modifying my web page, and as a part of the modifications I've set side an aerowinx folder.
I've put the links to the training videos there.
Britjet, I hope this is ok with you, if not I'll remove them.
The main page is http://kingmont.com, and the aerowinx directory is in the frp://ftp.kinhmont.com link there under flightsims.
The mods to the main page are still incomplete, so some of the links there may be inop.
jj
typo, it should have read ftp://ftp.kingmont.com
Hi Peter,
I just want thank you very much for producing these interesting and informative videos. They are really great.
Peter
Hello Peter,
Thank you for your great videos. Watching them (repeatedly) makes me realize how little I know in understanding the Queen, but at least I am learning!
Cheers,
Derek
jj,
My preference would be access to the Training videos were kept "in house" via this forum.
I think that the more facilities that are available uniquely and directly here, the better for PSX.
Cheers,
Peter
OK I'll remove the link
Quote from: BritjetJust a heads up..
I am thinking of producing videos on the following:-
1) Approach configuration - flap and speed selection on various type of approach.
2) Tips for accurate landings
3) Circuits, Circling procedures
4) Non precision approaches - NDB, VOR, RNAV etc
5) Diversions
6) Engine failures
I might go on to a sort of "advanced" look at generic non-normal handling and some specific failure situations. e.g. Hydraulics, Flight Controls etc
How does this sound? Comments and suggestions very welcome.
Cheers!
Peter
Hi Peter,
Sounds like a plan!
Interestingly, I found a blog sometime ago that gave a couple of tips on flying the 747:
http://karlenepetitt.blogspot.co.uk/2011/11/tips-on-flying-boeing-747-and-other.htmlI'd be interested to hear your views, and anyone else, on the techniques described in the blog, particularly on Tip 2.
Anyway, pleasant evening to all as I attempt to circuit around Heathrow!
Kind regards
Raj
pitch or power for speed ?
I think 3 different folks would give you 3 different answers.
It'r really "EITHER or BOTH" in my personal opinion.
They both effect speed,
I presonally used pitch for speed and power for rate of descent/climb.
Old carrier pilot
Hi Raj,
Thanks for the blog link. I don't agree with the author at all. You don't "throttle back" jets to idle, and then bring the power up. For one thing you would have 300-odd nervous passengers, and if I was the other pilot I think I would be nervous too!
The 747 flies by "datums". Set figures, pitch angles, thrust levels, that work. I will be showing this in detail in the next couple of videos.
One thing I do agree with is speed control on the approach. Primarily, thrust controls speed, pitch controls glidepath. This is the same for all jet transport aircraft. (It is ironic that this is the complete opposite of how you teach someone to fly an approach in a Cessna.) With the inertia of large airliners, pitching is not fast enough to control speed, while a very small pitch range will have large effects on the rate of descent, hence the difference.
400guy is quite correct though, I would say, in that the result is effectively a "blend" of the two, and in fact on the 747 changing thrust will also affect your pitch angle due to the "pitch couple" from the under slung engines.
JJ - thanks - by the way, I didn't think there were any "old" carrier pilots ? LOL..
Cheers,
Peter
Thanks for taking the time to respond gents.
Always good to hear different view points.
Looking forward to the videos.
Regards
Raj
Quote from: Britjet(It is ironic that this is the complete opposite of how you teach someone to fly an approach in a Cessna.)
Thats true. In the Cessnas I usually fly the procedure for landing is:
trim set for speed
control the descent rate with the throttle.
Regards
Peter
You guys all have a serious problem with power in your flying things... It's all a lot simpler for me !!! Pitch for speed, spoilers and fw slip for rate of descent, thermals and orographics for rate of climb!
One day airliners will glide, again!
:roll:
Hi Peter,
Thank You very much for those instructive video's
learning a lot out of it.
ivo
Peter,
Many thanks in creating these training video's!! I appreciate that!! looking forward to the next ones.
Arnout
Hi Peter,
Many thanks for the quality videos you have produced. They have been a great learning tool for me.
I am looking forward to the accurate landing video. I am struggling at the moment to master a smooth flare in the touch down zone.
Once again many thanks.
Graham.
Hello Britjet,
First of all I would like to congratulate and thank you for sharing your professional experience with enthusiasts like me, with these very clear and useful videos.
I would have a request about an RTO video. I have a full scale 744 simulator (shell included). I often do procedures training with a friend who did ATPL courses with me, for MCC training purposes. Last time we decided to do RTO training with different scenarios. We first though it was an easy procedure, but it rapidly looked more difficult than it looks like. The different scenarios we did were :
- Failure before 80kts (RTO required)
- Engine failure between 80Kts and V1 (RTO required)
- Electrical failure (no fire) between 80Kts and V1 (according to the FCTM, no RTO required)
- Engine failure after V1 ("Go decision" then ENG OUT operation)
The third case caused trouble within our cockpit. In fact, it is very difficult to distinguish the failure "class" and take the decision to go or stop, because the aircraft is accelerating very fast at this time and you have to take the decision within a second (before to reach V1). I think real pilots have some "tips" to recognize the failures and accelerate the decision process. I would like you to share your experience about this subject with us with a dedicated video(s). Is it possible ?
Thanks again
Thanks to all!
Jean-Philippe - that sounds like a great setup!
Re your third case - you can't make a go-no go decision without proper diagnosis, and there isn't time.
The Boeing recommendations are designed to be black and white, so there is no thinking to be done. You will find their recommendations in the QRH, in the manoeuvres section, rather than the FCTM viz..
80 kts to V1...
1) Fire or fire warning (any fire, not just an engine)
2) Engine failure
3) Predictive windshear warning
4) If the aircraft is unsafe or unable to fly
5) Nothing else!
Accident investigations find that the majority of take-off accidents are caused by the crew trying to stop and failing to do so safely. It is usually better to take the problem into the air. Even an apparently serious electrical problem is fixable once you get going.
I will think about an RTO video, but to be honest it might get a little complicated!
As always, there will be more than one way to fix an RTO situation, and as you are finding - multi-crew RTO is a challenge!
Cheers
Peter
Thanks for the quick and clear answer. I understand the black or white philosophy. My question is about : what does the QRH means by engine failure ? Is it just the ENG X FAIL EICAS message, or does it cover more situations like unusual noises, abnormal indications or over-limit indications ? Or is it : "anything wrong about one or more engine" ? Could you precise that for me please ?
An example which comes to my mind is the foreign object (bird) before V1 causing a short time abnormal engine indication. Is it considered as an engine failure and should the STOP decision be taken in that situation ?
I understand there is a wide range of scenarios leading to RTO and it will be difficult to do a video for each case.
Hi JP
Ok - to positively identify an engine failure you need "two or more parameters", one of which MUST be an instrument indication. But external effects are allowed - so for example..
1) A RED EGT and a loud bang
2) A large loss of EPR and a swing
3) N1 and EGT both exceed.
For instrument indications - two are required because one might just be gauge error (for example an engine showing a red EGT)
A "bang' and a "swing" towards the bang would not be sufficient (it could be a tyre-burst). A FOD (eg bird) ingestion would not be a failure unless it satisfied the parameters above...
An under-performing engine could be accepted if EGTs etc were within acceptable limits. For example an EGT overtemp would not be a stop decision.
Hope this helps..
Peter
New video uploaded...Descent Planning.
Approach and landing next..should be fun!
Cheers,
Peter
Quote from: BritjetHope this helps..
Peter
Hello Peter,
It helps a lot, and it is very clear. Thank you so much !
Great stuff Britjet.
Really appreciate the time/input by you `real-world' pilots to help us refine our flying.
Pls keep 'em coming!!!!
cheers
Scud. 8)
Hi Peter,
I am thinking about an HOLD procedures video detailing the reglementation aspects and the CDU HOLD page. Is it possible ?
Cheers,
Good idea jean-Philippe..
I will look into it..
Peter
New video uploaded. - Landing!
Cheers
Peter
Hi Peter,
Excellent video on Landing, It was exactly what I was after to perfect my landings.
Now spending more time watching videos than flying ;)
Thanks once again for your efforts.
Graham.
Quote from: BritjetNew video uploaded. - Landing!
Cheers
Peter
Hi Peter,
An equisite presentation.
I can see what you mean by sticking to datums now.
I've been lucky enough (thanks to my wife) to have flown the 744 at BAFT several times (wish it could be more) and the instructors also talk about datums.
The instructors also focus on getting the outside picture right.
So, to my question. At what point (e.g. distance from threshold) do you make a transition from full instrument cues to visual cues (e.g. PAPI / aiming point). I guess it very much depends on each situation and type of approach but my thoughts are around 5-8 mm out.
Hope the question makes sense.
Looking forward to the next instalment.
Kind regards
Raj
Hi Raj,
You would have a scan of inside and outside, of course, at any stage of a visual approach, but you would never be using visual cues on their own until the last 100ft, really. The instrument information is so much more accurate than outside cues alone.
PAPIs can be basically disregarded below about 300ft. The aiming point is valid all the way to the flare. Outside 300ft - well, it is largely a personal choice and would depend on the situation...
Does your wife fly?
Peter
Thank you very much Peter for these very instructive videos!
I was not aware of all these little details you are talking about,when it comes to landing.
Although I have a friend, who is a retired LH 774 pilot, he never told me about all those tricks you are presenting(perhaps because I have never asked him to do so).
So hopefully we will se a lot more of your videos!
Cheers from Germany
Hi Peter,
Makes perfect sense.
Thank you.
Quote from: BritjetDoes your wife fly?
I wish! She just about puts up with my interest in aviation :-).
Raj
Hi Peter,
great tutorial again, very professional "script and timing", in my opinion. Also, the audio quality is even better now, I think.
I hope this "hat" metaphor on the attitude indicator will encourage PSX users to zoom the PFD in to [size=15]real-size[/size] :-)
Cheers,
|-|ardy
To add 1 cent to the ground effect: Another factor, aside from the cushion effect, is the interruption of the wingtip vortices by the ground level; this reduces the induced drag, hence increases the airspeed a little bit while the thrust is the same. (This factor may be more noticeable on aircraft that have no winglets.)
Hi Britjet,
Thanks for sharing this knowledge! Interested in any any future vids that you may produce; esp as you suggested maybe looking at holding, Route2 and NPAs but all are very interesting and of course welcome.
@Hardy - yes, big PFD on my setup (manual flying view) . Advice that I've taken since I first read it on here and I find it really beneficial when flying manually!
Regards
Carl
Hi Peter again a very helpful and informative video. The tophat is extremely useful and easy to remember. And yes I raised my hand. ;) Just a thought but how about a video on the inner workings of the autothrottle? Thanks again!
Sensational videos, thank you. Brilliant presentation.
Britjet ( aka Peter ) :) Another GREAT video! Thank you so much!!!
Thanks guys,
No more videos for a week or so now as I am off for some warm golf.
In the meantime, a short video uploaded on how to land a jumbo in a crosswind..
Enjoy..!
Peter
Hi peter,
Last video by far the best :D ,
Enjoy your golftrip.
regards,
Frans
No, last video was cruel !
I thought I might be able to land this damn plane in crosswind...and no. Instead of that, British joke !
OK I have to admit it was really funny. Enjoy your golf trip and again a huge thanks for those private lessons you give us for free.
Charles
Hi Peter,
I really can't say how informative and helpful your videos are. Having a pro like yourself go to the effort of helping us with these great videos is much appreciated. Having read books and studied the A/C, I have to say that your videos are by far the best way to learn and understand the B744.
I realise they must take a lot of your time and effort to produce them, and would love to see more, I would particularly like to see some systems videos, and failures :)
Many thanks for all your hard work Peter
Cheers
Neil
Hi Peter!
Nice videos here! We have the Sim at home, and now we have the briefings made by a real TRI/TRE...
This is brilliant :D
The landing jumbo is a really good one!
NPA and Circling approach briefing coming soon??
Steve
Hi Steve,
Thanks! Well, an "ex" TRI/TRE LOL..
I am still away from home at the moment but hope to get some more videos out by the middle of next week.
Circuits next, I think, then logically might do one on Circling app as you suggest, then prob a couple of videos on NPAs, which should be interesting!
Peter
I'd love to see a video on doing a visual approach in the native PSX visual environment (i.e., without FSX or another scenery generator). Too much to ask? I guess it would be something like flying in such a way as to enter a downwind or base leg, followed by the remainder of the video on circuits...
Will,
Most of the visual circuit is still "done by numbers" as I will show, so once you come round the corner on final the native PSX environment should take over and work very well.
Stand by for that one...
Peter.
Hello Peter,
I remember from excellent Mel Ott's 'The Inaugural Flight' section of the original PS1.3 manual, he stated that it was quite easy to maintain speed by achieving certain fuel flow.
Is there any similar trick for airplanes in metric format? I have a rough time to maintain specific airspeed, while on departure or approach (autopilot and auto throttle off).
"If we visit the ATC thing again and if they wanted us to fly at 300 knots at 11000 all we had to do was DOUBLE our old 727 fuel numbers. That airplane would have needed 3100 lbs per engine... the 747-400 would need 6200 lbs per engine"
Source: http://aerowinx.com/downloads/MelOttInauguralFlight.pdf
Cheers,
Hi Andrej,
Flying on fuel flow is a new one on me - and anyway the fuel flow would not be in the scan as it would only be on the lower EICAS even if you wanted to display it.
I think that's a non-starter - sorry!
Peter
Peter:
When you're not luxuriating in the sunshine with a shandy, I'd like to pick your brain about current AFDS rate application in PSX. As I am NOT typed, I hesitate to re-comment on this without more investigation, however, it still seems a tad aggressive to me.
It's not necessarily the commanded limits, rather the rate of application. LNAV in waypoints closer than 20-30 miles apart (think departures/arrivals) and the LOC intercept at large 25-35 degree angles seem to best illustrate this with martini spilling inputs.
If you feel PSX currently represents the correct AFDS handling characteristics, I shall go crawl back under my rock. Thanks for your time.
Best- Carl
What is a "martini spilling" roll rate? Give me a number in degrees per second.
Hardy-
Despite decades of enthusiasm for the 744, I have never set foot on her flight-deck. Therefore, before bringing this issue to you, I wanted actual input from someone who flew her regularly. I am amazed at the depth of this simulation and do not wish to criticize in any way. She is superlative in a myriad of arenas, and my hope is that her handling characteristics are as close to the real thing as so many other things are.
My thought (as unqualified as it is) is that the A/T AFDS system applies inputs a tad aggressively. She tends to roll rapidly through the desired heading and then has to re-acquire. Pitch is applied much more gently- roll is mostly the issue here. I am the first to point out that I am NOT speaking from a position of authority, rather that of a passenger and avid enthusiast. Therefore, before troubling you with something that might well be attributed to my ignorance, I wanted to check with Peter. Should Peter,Ivo OR ANY OTHER TYPED PILOT offer thoughts on this issue, I'd be most grateful. Should the AFDS handling be characterized as faithfully simulating Boeing's I will happily accept this.
I remain an avid fan of both the 744 and your superlative accomplishment with PSX.
Best- C
That's not my point. I simply want everyone in the discussion to see the same test situation before starting a discussion. It makes no sense if one guy is looking at 330 tons at 250 KIAS, and the other one at 190 tons in turbulence.
I just did a check with the Rome situ. I moved the aircraft abeam of FI16C, flap 20, 166 KIAS, on a 240° intercept heading towards FI16C.
When the localizer came alive, the aircraft gently started to roll, reaching a roll rate of ca. 3°/sec. Then it gently stopped at 30° bank.
So, that's the numbers I see on my system. I don't consider 3°/sec "aggressive". Maybe you get higher values. That's why I'm asking. I cannot blindly reduce any values. In the end we'll get a roll rate that captures the localizer shortly before touchdown :-)
Cheers,
|-|ardy
Well, I kind of have the same feeling as Cavaricooper on that point.
LIke him this is not based on actual documented facts, more on a gut feeling. My points of comparison would be recent PMDG releases (737 and 777, although I also flew their old 747 some years ago).
The opinion of rated pilots would clearly be interesting on that point, because with those type of feelings it is really difficult to know if it just a misperception or something real.
Charles
(Perhaps we should start a new thread.)
To be discussed are the following numbers:
• Roll rate in the simulation?
• Roll angles in the simulation?
• Geographic LOC capture point in the simulation? [size=15]*[/size]
• 1 dot deviation equals how many offset degrees in the simulation?
Gentlemen, if you like to compare anything, please set up a reproducible test situation and refer to numbers. Every comparison must be based on the same test situation, be it in real life, in the big sims, in PSX, or elsewhere.
|-|ardy
[size=15]*[/size] The point where the AFDS starts tracking the LOC. Of course, this depends on the closure rate, i.e. on intercept angle and groundspeed. The interesting point would be a test situation in which the intercept and and groundspeed are so high that the AFDS must start tracking as soon as the LOC pointer is alive.
Well, I guess before trying to do some more serious research, I think it would be interesting to get real pilots feeling because we might be totally wrong.
And comparing that to a passenger experience will never be really "reproducible" and documented with numbers. And comparing it with other products might not make sense if those products are wrong.
But if you have several pilot's opinion saying they also have this feeling then it might be worth digging this issue.
Thanks a lot for your continual improvements, this kind of support and the possibility of having such discussions is just fantastic.
Charles
Quote from: BritjetI think that's a non-starter - sorry!
Dear Peter,
thanks for the consideration and reply. Maybe it was easier on PS1.3, since you had both displays on the same screen. :)
Nonetheless, I am always looking forward to your uploads!
Thank you very much.
Cheers,
Hi cavaricooper,
Since I was a boy loved airplanes, liked planes before I liked girls. :D
I consider myself a serious flight simmer , eager to learn , but I am not a pilot, so therefore not competent to answer questions, only to ask them! :mrgreen:
ivo
Regarding using fuel flow for speed control etc.
It was high on my list for setting up a speed/rate of descent. Worked well in both the 737, 747-100 and 747-400, at least it did for me!
Been a long time and I don't really recall the numbers, but I THINK 5000 lbs/hr per engine was a pretty good place to start.
I think taking a look at the fuel flows shown during a coupled approach would clarify that however.
The reason why some pilots find the FF indication helpful while other pilots don't, is -- perhaps -- because there are three different engine models, i.e. three different kinds of primary thrust parameters: N1 (GE), integrated EPR (RR), core EPR (PW). I think those pilots who like to watch the FF are also those who use PW engines. During descent and approach, core EPR is very close to 1.00, or even below (at higher air speeds). So the available range of numbers on the core EPR indication is very much compressed, whereas the RR's integrated EPR, or the GE's N1, provide a higher resolution of the respective thrust instrument, so to speak.
|-|
Interesting theory, and probably right!
Peter
Peter, I requested a visual approach above and you seemed to indicate that you'd be happy making a video like this, but let me be a little more clear on the request if I may. I'm hoping you'll consider making a how-to video that would encompass the following:
- Good weather
- Airport in sight, 12 o'clock and 15 miles
- "Cleared for the visual" on a runway that isn't a straight-in, say, a runway that's 90 degrees off the present heading
- Visual entry into a pattern followed by a safe landing
- All accomplished with PSX native visuals, no add-on scenery
Any chance for that?
Hi Will,
I should be able to manage something along those lines. It might be a little low down the list though!
Peter
I understand that military jet pilots tend to lean even more on fuel flow. Would there be a correlation of using FF on commercial jets between typical pilot careers going or not going through the military?
Jeroen:
I can confirm the USN relies heavily on FF. I was fortunate to fly the S-3 Viking sim at NAS JAX a few years ago and it was ALL about FF for thrust settings. I think some of the difference also, is tactical vs. strategic thinking.....
C
I have to agree with Britjet. The use of FF is a result of old low by-pass engines which are still used in many airforces. However, there is one big problem: FF of all parameters is the parameter that is most influenced by atmospheric conditions. Compare FF to EPR/IEPR/N1 at low altitude and cruise level and you know what I mean. The effect is less on low bypass, but very big on high bypass engines.
Look at modern procedures for the unreliable airspeed case: the Boeing checklist gives only two possible target settings (flaps out or flaps up) that work for all possible normal flight situations. They provide a target pitch and thrust value where thrust used is based on N1 (I presume on PW and RR engines the reference is EPR/IEPR). Manufacturers chose N1/EPR/IEPR because they are less "dependent" of atmospheric changes (they do change, but in many cases the changes are "in a workable range").
This procedure would never be possible with pitch + FF values, because the change in FF with altitude is too big. A single FF value creates a rocketing engine at high altitude, but it could very well be idling at low altitude.
Manufacturers have long time abandoned they idea of using FF, and that's also the reason why it is "demoted" to secondary engine information and not displayed unless you specifically ask for it...
If you still don't believe it: try doing a "normal climb" to cruise level based on FF without busting max climb thrust from flaps up to cruise altitude based on FF. You will need a good memory :-). 90-95%N1 will go a long way on the other hand for a GE.
Hi Again,
Just a query on video 11 (jumbo) - why did you land the plane first and the cargo separately? :)
Nice one!
Thanks
Carl
Interesting isn't it - that "Jumbo crosswind landing" is well on the way to be the most popular video by number of views...
Are you sure you guys are taking these tutorials seriously? .
Peter
(I hope to get the circuits video out in the next few days).
These videos have been amazing help to me, they're really appreciated, Peter. Thank you for your time in making them.
I would dearly love to see something on the communications panel - I'm struggling to get my head around the comms so my flights have been silent so far! In PS1.x, it was all handled automatically by the first officer so I never had to do anything with playing with the wirelesses and as a radio ham, I feel I ought to know what I'm doing :)
Actually those ACPs are more for DJ types ... they are basically mixing consoles. Many audio sources to blare at you, and exactly one that gets your mike.
Hi Keith,
The use of the comms panels would depend somewhat on whether you are using online ATC such as VATSIM. If so then you need to be using extra software, typically TRAFFIC PSX and VPILOT.
Assuming that is not the case...
Of the 3 comms boxes (Audio Control Panels) you can pretty well ignore the so-called centre panel, (the one on the left side towards the REAR) of the pedestal. That is mainly for ACARS use. It usually says "DATA" in the left window.
That leaves you with the LEFT and RIGHT ACPs..
There is a lot of the stuff on the comms panels that you can reasonably ignore, such as the VOR, ADF, VBR, APP, ILS and MKR sections. JUst leave all those switches at the bottom of the ACP alone, with no lights on. They are only used for identifying navaids by the morse signal.
There is normally no need to identify navaids yourself as the electronics will decode the morse and display it.
That leaves you with VHF L, C, R..(Left, centre, right), FLT, CAB, PA.
The little arrow knobs control the volume. They are push on/off. Push the L one and that is your ATC. Leave C OFF. The right one is typically used for ATIS, so stays OFF most of the time.
FLT is the interphone to the other pilot and the pushback crew. Select this ON all the time.
CAB is for calls to the cabin crew. Leave this OFF until you have got the hang of things. They don't say a lot anyway!
PA is what it says. Unless you want you use a virtual PA program or wish your pax a pleasant flight then leave it off..
So it boils down to ATC on the L VHF, and ATIS on the R VHF, AND FLT.
There is also HF and SAT but leave these alone for now...
You have an R/T switch on the left side. FORWARDS to TRANSMIT, BACKWARDS to use the FLT interphone.
The little black squares are the transmit selectors. Only one will work at a time. You cannot transmit on multiple stations.
Press one and it will light up with "MIC". Now if you press the switch to R/T you are transmitting. This will come through the default headset or speakers. You don't have to have a headset..
To get the ATC to work you need to configure the SITUATION/HUMAN/Voice-ATC page.
Enter your origin on that page is where you are, and enter the destination.
Tick "talks to us" and " talks to others". You will see a list of frequencies, the one that is active for your situation has "Responsible now" next to it. You can reset these at any time by switching OFF the "talks to XX" and then ON again..
Now select the same frequency that you see for "Responsible now" in the ACP. To do this you use the knob that is just below the STANDBY window. Mess about with that to get the right frequency in the STANDBY window, and then press the double-sided arrow button to the left of it, and that will transfer the frequency and make it active. After a few seconds you should hear some ATC chatter.. Make sure that VHF L button is pressed so that the volume knob is illuminated.
To transmit, press the R/T button for at least 2 seconds. The ATC guy won't hear any words you say, so you can stay silent, but he/she should reply to you.
For pushback, you need to configure the pushback in the SERVICE page, (where it says TOWING) and tick the START button. To subsequently get your ground guy to ask you to release the park brake and push you back, all you do is TRANSMIT on FLT selection for 2 seconds, or use the INT button for 2 seconds. It is the same..
Let me know how you get on!
Peter
Hi all
There is another full flight from Naha to Fukuoka by PSX from batteru on to battery off although recorded by Capt.Fujiwara in japanese .
https://www.youtube.com/watch?v=UOv8xslJgtE
so busy with my ps1.3 no time to check the forum but proud of being oen of the community.
tailwinds
voyager.
Brijet thank you for your open course online :) all is precisious valuable data will check one by one thanks so much have a nice flights
voyager.
Hello Peter,
Once again many thanks for taking the time to make these tutorials. Really helpful and enlightening.
Do you think you are able to make a tutorial that tells a little bit about the procedures, tips or tricks regarding oceanic crossings/clearance?
maybe not video tutorial material but would really appreciate your insight on
-Cost Index, ECON, LRC etc..
-Flight planning in general and specific things to look for or keep in mind.
Thank you
Arnout
Peter, what you've said makes sense - I'm in the cruise now and an HF centre is responsible for me. I think I've got this set correctly but he won't talk when I hit the PTT. Should I get anything from this HF station if I try and talk to him? I can hear unsquelched audio so I know the radio is working.
http://www.myimagehost.co.uk/images/SERVER_%7C_Instructor_-_Precision_Simulator-20150309-174623.jpg
Hi Keith,
several users don't quite understand the ACP operations. I think we should start a new thread with specific questions on this topic, so that others can find the subject in the forum a bit better.
Cheers,
|-|ardy
">CPDLC prevails" means that Voice-ATC will not talk to you until you log off from your CPDLC. You cannot hear HF L anyway because your (captain's) MIC is on VHF L. If you use the observer's MIC be sure the observer's headphones are linked with your Mac's audio system (see Preferences > Audio page).
Quote from: Hardy HeinlinHi Keith,
several users don't quite understand the ACP operations. I think we should start a new thread with specific questions on this topic, so that others can find the subject in the forum a bit better.
Yes, I'm one of these. Peter's explanation of the panels above is very helpful though I haven't had a chance to look at it with PSX running yet. So yes, a thread on ACP ops would be of interest here!
Hi Hardy,
I see where I was going wrong there, thanks for pointing it out. I think I may have found an error though.
If I switch both the radios off, I still get an unsquelched sound through the speakers. The only way I can kill that sound is to turn audio off in the instructor page and back on again.
Here's a situ file
http://www.g6nhu.co.uk/audio.situ
On my Mac, that starts with an audio hiss in the speakers, even though none of the sets are showing green. The only way to silence it is to select audio off and back on in the instructor panel.
If I then switch the HF set on, and cycle audio off and on in the instructor panel, it stays off. Hopefully the situ will demonstrate that and that I'm not doing something silly again.
Quote from: Arnout van MaanenHello Peter,
Once again many thanks for taking the time to make these tutorials. Really helpful and enlightening.
Do you think you are able to make a tutorial that tells a little bit about the procedures, tips or tricks regarding oceanic crossings/clearance?
maybe not video tutorial material but would really appreciate your insight on
-Cost Index, ECON, LRC etc..
-Flight planning in general and specific things to look for or keep in mind.
Thank you
Arnout
Hi Arnout,
It would probably be best to start a new thread on the subject - I will be happy to contribute and I am sure that some of the other rw guys will be pleased to help..
Cheers
Peter
New thread: Usage of audio and radio control panels (ACP, RCP etc.)
http://aerowinx.com/forum/topic.php?id=2706
Two new videos on Circuits uploaded.
Cheers,
Peter
Just watched the second video on go-arounds.... "Multichannel will protect your rudder." Excellent!
Hi Peter
Just watched your new instalments.
Awesome. Thank you.
Will look to practice more circuits in the next few days.
Kind regards
Raj
I needed these before I got myself 10 hours on an abandoned 744ER sim in Frankfurt ... must have flown the circuit 40 times and in the end it was okay but man, you can triple the list of common problems in size ...
Hoppie
Hi Arnout,
I might do one on Oceanic/MNPS procedures and CPDLC. Good idea.
I will add it to the list..
Peter
Thanks Peter,
Wow (*the circuits") this is really hepful.
Cant wait to try this later on.
These videos are so helpful.
Andrew
Thanks for the excellent vids Peter. I got some work to do. Thanks to Hardy's fantastic sim practicing circuits using actual procedures makes this a challenge!
Hi,
Great videos Peter.
I did some tests to get equivalent numbers for the PW and GE engines for those who don't use RR engines (most people I guess :mrgreen:) and here they are:
PW engines (all numbers are EPR): takeoff roll: 1.36, at 1,000 ft: 1.25, at 1,500 ft: 1.15, turning into base leg: 1.12 and final approach: 1.10.
GE engines (all numbers are N1): takeoff roll: 93, at 1,000 ft: 85, at 1,500 ft: 74, turning into base leg: 68 and final approach: 64.
As Peter I did the flights with about 10kt head wind, landing flaps at 25 and GW of 250t.
Cheers,
Thanks for the excellent videos. :)
Thanks Avi,
I think you have just got yourself a job!
Peter
Hi all,
New video uploaded on Circling Procedures.
Peter
Polar ops would be interesting too, with grid navigation.
Great videos!
I've never done Grid navigation so I don't think I'm qualified!
Peter
More great videos - many thanks!
Re circling, 1 question: what procedure do you follow if you need to go around after leaving the Loc, e.g. if you lose sight of the runway when circling or screw up the approach and end up too high or fast?
M
That was mentioned in the video.
Basically, unless you get clearance to the contrary - you turn towards the initial approach path and intercept the published missed approach.
Boeing guidance is to "turn towards the airfield" initially.
In my experience this doesn't always work - in particular the aircraft will sometimes turn "the wrong way" to follow the MAP. It has to be monitored carefully in LNAV and steered in HDG is it isn't working out.
Peter
Oh my god, now I know why my circuits never worked as they should. Great videos. But now back to training :P
Thanks Peter for your fantastic tutorials,
for us flightsim enthusiasts your tips and insights
make our simulated flights much more easier to handle
Thanks again
Panos
My pleasure, guys. I'm glad they are being well received..
Peter
Quote from: BritjetThat was mentioned in the video.
Ah, so it was - I'll listen more carefully in future!
In this scenario, if you are turning onto final and want to GA, you're already pointing at the Rwy but in the wrong direction - would you just bear left 90º and pick up the magenta line somewhere convenient along route, or would you do something more complicated, e.g. fly a tear-drop turn back to the original Rwy and then follow the full missed approach procedure?
M
There is no rule, but I would think probably the former..
Peter
Peter,
Thanks so much for these tutorial videos. I have just spent 4 hours flying left and right circuits at KLAX, using your procedures and datums, followed by 2 hours of circle-to land practice. As you said, my confidence and proficiency at performing these maneuvers has steadily increased.
Rather than let the automatics handle the approach, as has been my practice in most of my simulated flying, I now look forward to performing a manual circuit and landing on my next 744 international flight if destination weather allows.
I also have found that using the practice of flying to specific thrust and pitch datums translates well to other high-fidelity add-ons, like the 777 and 737 PMDG products for P3D. The specific datums will be different for other types of aircraft of course, but using your logical techniques certainly apply to those airframes as well.
I have found though, that I will benefit from upgrading my primary flight controller to something with higher resolution and less "twitchiness" than the CH yoke I have been using.
Thanks again for producing these tutorials. Looking forward to the next ones!
Glad to hear it, Jim - and thanks.
I will be producing videos on RMI tracking and non-precision approaches next..
ATB
Peter
Quote from: BritjetGlad to hear it, Jim - and thanks.
I will be producing videos on RMI tracking and non-precision approaches next..
ATB
Peter
Excellent! Looking forward to both. Will you touch on flying DME arcs at some point in your series?
I've been using a BAW model for my circuit practice. Whenever I begin the descent and extend the gear before turning toward the inbound course, I get CAS warnings indicating I should enable the override pumps and fuel crossfeeds. I assume this is caused by flying with minimal automation? With 40 tons, on a flight under full FMS control, one would normally be in tank-to-engine configuration. I don't have the warnings on takeoff, only after going to flaps 25 and lowering the gear.
Time to revisit the Aerowinx manual!
Jim Barrett
Automation makes no difference to the fuel management. I'm not sure why you are getting this, but try reducing the fuel, so that it is definitely "tank to engine"
Flying DME arcs, there is not really a technique for this, other than sticking the needle at 90 degrees and turning in or out depending on DME. The LNAV will fly a published arc well, however. I don't think I have ever seen anyone trying it without LNAV...
Peter
Quote from: BritjetAutomation makes no difference to the fuel management. I'm not sure why you are getting this, but try reducing the fuel, so that it is definitely "tank to engine"
Flying DME arcs, there is not really a technique for this, other than sticking the needle at 90 degrees and turning in or out depending on DME. The LNAV will fly a published arc well, however. I don't think I have ever seen anyone trying it without LNAV...
Peter
I'll try reducing fuel a bit, though my 40 ton load is evenly distributed at about 10 tons per tank before takeoff. In fact, if I configure override pumps and crossfeeds "on" before takeoff, I then get a CAS warning that I should instead be in tank-to-engine configuration (which I what I would expect)
I see the same thing regarding fuel - it wants to start with x-feed open and override pumps on, then it decides that it wants to be tank-to-engine (even though that was already obvious and configured).
It may possibly be something to do with the 2&3 crossfeeds which are configured by the flaps being in Take-off position.
That shouldn't give a fuel configuration warning with this - as it is a "normal" thing.
Peter
amazing vidoes :D could you be so kind as to share your situ circuit files please?
Britjet is doing some live training on non-precision approaches.
http://www.twitch.tv/simfestuk
It seems I missed the live presentation. Is there any way to watch it?
@United744 - they are just now starting a flight!
@Britjet - you look just like I imagined. :D Thanks again for your amazing tutorials!
Cheers,
Bernd
Ahh, great!
Here is the link to a picture !!! Peter is the Co- pilot 8)
Are videos to download from this event existing?
Horst
http://www.fotos-hochladen.net/view/simfestcouk8gt4aoflm5.png
Quote from: United744Ahh, great!
Indeed! Very interesting.
Regards
Raj
Quote from: Berndo@Britjet - you look just like I imagined. :D Thanks again for your amazing tutorials!
Oh Dear... :-(
Peter
http://www.twitch.tv/simfestuk
If you go to TWITCH and click on "simfestuk" above and left of the opening flight deck frame it should take you to "past broadcasts". Today's flight is on there..
Actually 4 flights:
TAPA-TNCM RNAV app with Capt Mark (total newby) and instructor Britjet
TNCM-TAPA VOR app with Capt Gary (sim owner) and F/O Britjet
Then Britjet making a fool of himself in 25kt X-wind at TAPA :?
Then Capt "Benny" and F/O Gary doing Dubai to Doha ILS
Be warned, some muttered strong language (very) occasionally and it is over 5 hrs!
I think it auto-deletes after a while..
Peter
Capt. Mark here!
Yes, Peter hinted at this; my first ever time at the controls of an aircraft. Amusing video here (https://www.youtube.com/watch?v=aTrmR87dSxU)
It's a testament to Peter's great instruction and guidance that I was able to do this for the first time without any aircraft damage! If you're confused as to the heavy usage of the word 'hat' then I'd refer you to Peter's 10th video - 'Landing'.
Hi Mark/Britjet
Just watched TNCM approach - looked like really good fun :)
@Britjet whilst I am here - the constant EPR numbers you speak about - I have used something similar before, but then over time went back to sloppy power changes. As a result of constant EPR numbers I flew todays approach and it was the most rock-solid approach in a while in that I needed very little control inputs, excecpt of course to decrab / flare.
Thanks
Carl
Good job, Mark! Nice landing.
Love your vids Britjet!
Would be great to learn about non precision approaches.
Nic
http://www.twitch.tv/simfestuk/b/637234009
Britjet wrote:"" I think it auto-deletes after a while.."
(newbie)
Gentlemen, this might be something to get access to the interstices of Twitch :
Peter, I love your video,s!!
Fr@nk
I've been having fun practising circuits at LHR. Winds these days are from the east so I've been using 09R with right hand turns, but as I descend and turn onto base and final I get GPSW warnings: terrain, pull-up etc. (VS is never more than -900fpm.) I had the same problem when flying the Canarsie approach to JFK. Is this a quirk of the programme, the nav database, or is there something wrong with the way I've set up the plane? Here's my situ file just before takeoff: https://www.dropbox.com/s/ry3ozj87lub3iw0/EGLL%2009R%20circuits.situ?dl=0
This might be a TCF (Terrain Clearance Floor) alert from the EGPWS. It may occur when your final track to the target runway is largely offset, or your vertical path will end short of the runway; i.e. the EGPWS will think you're going to land "on the grass". This alert is not sinkrate related, it's based on a database in the EGPWS. If you are sure your approach tracking and your vertical profile is correct, push the TERR OVRD switch to inhibit all alerts related to the EGPWS database. The EGPWS database consists of terrain data and runway data, independent from the FMC database. The EGPWS uses a certain algorithm to determine which runway you are aiming at, independent from the FMC.
For reference:
Page 533
Page 541
(The real EGPWS includes a further database that inhibits nuisance alerts at certain airports with unusual approaches; Honeywell modifies it from time to time, based on practical experiences. This extra inhibit database is beyond the scope of PSX's EGPWS; so, with PSX you might use the OVRD switch more often than with Honeywell's latest EGPWS update.)
Regards,
|-|ardy
Thanks, Hardy, for the explanation - that all makes sense. In fact the warnings add to the fun! If this happened in a real word scenario presumably you'd initiate a go-around, reassess the situation, and if you were sure there was in fact no problem with terrain clearance, press the inhibit and do another approach?
M
Sorry for the recent lack of "video-fixes"- I hope no-one has developed withdrawal symptoms...
(I have been updating Prepar3d to ver 2.5 - terrific fun and not at all time-consuming :-) If only it was like Hardy's "JARs" ...)
New video now uploaded on RMI tracking - the first of 3 videos concerning Non-precision Approaches.
Cheers!
Peter
Another fine video -- thank you, Peter.
Nice mnemonic trick with that rubber band and football!
I enjoyed watching the ADF dip errors when you were banking :-)
During the intercept on the teardrop turn, the needle tends towards 12 o'clock (at 90° bank and zero height above the station it would be fixed at 12 o'clock); and it tends away from 12 o'clock when banking while the station is straight ahead (at 90° bank and above the station, the needle would point abeam).
Cheers,
|-|ardy
Hi
Since I learned from Peter to fly the datum's I tried a few settings to understand it better.
here are the numbers if anyone should be interested.
it is an excel file.
Peter, If you do not like it for me to use your comments regarding the top / bottom hat I will remove this link
Ivo
:oops:
http://www.hoppie.nl/forum/var/Thrust_settingss_RB211.xlsx
G'day Peter,
thanks again for these really informative videos. The circuits and landing videos have really assisted me to refine my hand flying skills.
A quick request if you do get around to creating a video on `holding' regarding managing the automatics to achieve specific time-based constraints in a hold.
For example, often here in Australia (and likely elsewhere) for traffic management, aircraft are given holding clearances similar to this..
`ABC hold at XXXXX, adjust speed and pattern as necessary to leave XXXXX at time ABCD, speed 250 knots from XXXXX'.
My question is... is there a way through the FMC to program this kind of hold clearance, or do you make direct MCP inputs to speed, heading etc to achieve the result.
Appreciate your consideration of this request.
cheers
Scud.
For RMI tracking we used the cat/dog idea: if you want the animal to go somewhere you either "push the head" or you "pull the tail" :-). Although animal lovers might not really like that comparison.
Oceanic procedures would be very interesting for the world of simulation as not many people know about these procedures.
Hi Scud
Thanks for the comments. I will talk about altering the time in the holding video when that is produced, but in raw terms - you don't need to change the speed in the hold, (it can confuse the system for its radius of turn anyway).
The best way to judge affect timing overhead is to change the outbound leg distance or time, which you can do in the hold itself, but it's a bit hit and miss.
The other tool is the EFC which is the "Expect Further Clearance time" but this doesn't actually change the hold geometry, it just assumes that you will leave the hold at that time for fuel and ETA calculation purposes.
IefCooreman - Agreed - already on the list!
Cheers
Peter
The video is at the bottom right to see a map. What's this? MAP! by Flight1?
Quote from: SkinoThe video is at the bottom right ...
You mean a certain video on Britjet's YouTube page? Every visitor on that page sees different videos on the right side. These are suggestions by YouTube based on your personal cookies. If you have watched 100 Beethoven videos, you will see lots of Beethoven videos on the right side. I, for one, don't see a "MAP" video of Flight1 there.
|-|
I mean the Video http://www.twitch.tv/simfestuk/b/637234009
(http://www.fotos-hochladen.net/uploads/screenshot2015f8i6dtrv3h.png) (http://www.fotos-hochladen.net)
It's part of the Simfest suite of programmes
http://www.psxaddons.com/
Bear in mind that these are written for in house use so there is little to no support!
click "Simfestuk" at top left then "past broadcasts"
Peter
Many Thanks. :)
Hi all,
New video uploaded - VNAV Climb and Cruise modes
The one after this will be VNAV Descent and Approach modes, and then I think there will be enough background to look at Non-Precision approaches in some detail..
Cheers,
Peter
Well produced, Peter :-)
Thank you!
|-|ardy
Again Peter, thank you very much.
My pleasure guys,
Here is another one!
Video on VNAV in descent just uploaded.
"Enjoy"
Peter
Many thanks Peter!
Nico
Thanks again Peter for the additional tutorial videos you have posted.
I have just caught up with the VNAV climb and descent videos and have learnt so much that would have taken me ages to glean from the manuals. In climb and descent I was mainly using FLCH and VS and was not really getting to grips with the complexities of VNAV due to my lack of understanding. I am now also understanding further the power of the FMC in relation to VNAV.
I today followed a link from another forum to some video tutorials (for a different aircraft) but priced at nearly $30. I have in the past seen commercial videos for another 747 product but have to say your style, quality and experience is superior to what I have observed in these products .
I am grateful to you for posting the links to your videos free of charge, it adds so much to the enjoyment of Hardy's exceptional piece of work.
I am truly amazed with the high quality free addons that have become available and developed for PSX. I revisited your early video that made reference to BACARS which is a great addition from Gary. My family take great delight in taking the fun out of me when I watch the simfestuk videos and recently when I purchased a serial receipt printer just for BACARS.
Looking forward to the next video installment whatever it is.
Graham.
Thanks very much, Graham for those kind words, and I know that Gary and the others enjoy making the Simfest videos which would not be happening if not for Gary's excellent sim.
I have to say that I have been very pleasantly surprised by the feedback - particularly for an "old codger" like me!
More videos very soon..(the Missus is away this week so I might go into a frenzy!)
Thanks again,
Peter
Lucky guy! Thanks again Peter I've been watching the VNAV vids a few times now. The tips were very helpful because VNAV seems to have a mind of its own sometimes. I need to manage my descents better and these vids are excellent. If I lived closer I'd buy you a beer to celebrate your "freedom!" An idea for your next video "tips on how to live the bachelor life." Enjoy!
Quote from: jtsjc1An idea for your next video "tips on how to live the bachelor life." Enjoy!
Finally something I can advise Britjet on :P shall we do a collaboration?
Thanks a lot Peter for compiling all your great videos and making them public!!
BR and happy Easter to all of you :D
Hans
Peter:
Brilliant, Ta! Finally, the perfect avatar photo :) and I bet with more time in type than most ;).
C
Wonderful videos Peter. Thanks so much for doing this!!
Mike
Nice videos Peter !
Can we download your SITU files somewhere ? So we can practice while watching the videos ?
Stephane
Hi Stephane
A good idea, and I will look into that - but I actually finish up with quite a few "quick saves" at various points so it quickly becomes a bit of a mess!
The next one will be the Approach phase - I will try and get a suitable starter situ saved and posted..
Peter
Thank you for your great videos. I am learning a lot. :D
Keep the good work Peter and many thanks. :lol:
Gilles
Hi all,
New video posted. "VNAV on approach"
This is the last of three on VNAV modes.
Enjoy!
Sorry it's been a while - I've had a busy week!
Peter
Hi Britjet
I have just had a look at your VDOs and it is really well done. Good job.
Were you TRE / TRI on British Airways?
Regards
Adrien
Hi Adrien,
Thanks for the kind comment..
Yes, I was..
Peter..
Great for us, bad for BA...
Quote from: Double-alphaGreat for us, bad for BA...
You are too kind - but keep it up...
I think they will survive without me somehow (at least, that's what they said LOL)
I am aiming to post the two videos on non-ILS approaches later this week..
Peter
Thanks again Peter, for the great videos!
If it's OK for you, I woul like to place a link to your videos on my HP within the next update!
BR Hans
Hi Hans
Thanks for the comments..
I have been asked before, and if you don't mind, I would prefer that the access to them stays within the confines of this forum?
If possible I would like to keep them more or less "Property of PSX", so a link to the PSX forum would be fine..
(I know it is easy to just "cut and paste" the links, and I appreciate you asking).
Thanks
Peter
He Peter,
thats absolutely OK! A link to the great PSX is already on my HP. So I link to the forum or forums video-thread on my video tab!
I let you know once the linkage is done!
BR from the sunny Vienna
Hans
Hello Peter,
just to confirm, is it possible to share a link to your educational thread at virtual airline that I am member of? I am certain that it would be very beneficial.
It is one of the few (only in the World? :) ) that supports PS1 and PSX.
Thanks!
Cheers,
Hi Andrej
I am quite happy as long as it requires a log onto the PSX forum..
Peter
Dear Peter,
thanks for the confirmation. I will post the link to this thread and advise them to create log in. BTW, VA's member forum is not a public domain (log in is required).
There are several active members on this forum as well.
Thank you very much!
Cheers,
Hi Peter,
another HP update to show my Flap lever conversion is done. Please check if the link to this training videos thread is as you expect it ;)
My videos page! (http://www.b747-400.net/php/index.php?tab=t_videos)
BR
Hans
Hi Hans
It would appear that access to the forum posts and hence the videos doesn't require a log in to the forum as far as I can see.
I guess that will be OK.
Thanks for the post anyway..
Now who is going to watch the 1000th video?
Any minute now ;-) (I think that's what you would call a "winkey"
Peter
Hi Peter,
you're right. There is no log in necessary to access the forum. Only the update threads are for members only!
Congrats to the first 1000 8)
BR Hans
Hi Peter!
Congratulations — your series of videos continues to be an inspiration! :D
Just as a smiley aside — by accident I enabled the Transcript option (under "More", below the Subscribe button) when viewing your latest "VNAV on approach" vid, and it appears that the speech-to-text module used (by Google, I assume?) has its ear more attuned to American speech than the original British rendition. I say this simply because lines one and three of the transcript are rendered as:-
"this is project spears sex tips 0 inks PSX M 47 to stop simulation"
and
"watch the two previous ones climb and crews in dissent"
Happily, it's doubtful whether anyone would need to rely on the transcript — but if they did, they might get the wrong idea about the sort of tips on offer.... :roll:
Thanks again,
Brian
Quote from: "YouTube"[Britney?] spears sex tips
That's why I always call PSX "P. S.
ten" :-)
Very wise, Maestro! 8)
I quite liked "zero inks", too.
(Although "crews in dissent" sounds a little bit like a crossword puzzle clue).
Cheers,
Brian
New video uploaded - Non-ILS Database Approaches (NIDAs).
The sound quality is a bit up and down - I tried a different mike - let me know what you think..
Cheers,
Peter
Peter-
To echo so many, your videos are always appreciated and always educational- ta!
The sound did change a bit more than I remember (in your earlier videos), almost as though you were closer and farther from the mic. In no way, however, was the audio unintelligible or compromised.
I (and countless others) eagerly await your next offering :)
Best- Carl
I read you 5 by 5
Thanks, guys.
Having watched it through myself I missed out a couple of points which I would like to include, so I will re-edit in the next few days. The flight sequence at the end will be removed as part of the process, and I will probably post that as a separate short video.
Thanks for the feedback on the mike, I will practice my delivery!
Peter
Thank you, Peter.
I think your new mike is better indeed; it delivers more bass and doesn't overdrive the "esss".
Cheers,
|-|ardy
Updated videos on NIDAs now uploaded.
The "technical' items, and a Demo..
For those who watched the first version - I think there will be enough "extra" in the update to make it worth another view..
Cheers
Peter
Quote from: BritjetFor those who watched the first version - I think there will be enough "extra" in the update to make it worth another view..
Absolutely!
This series has been an re-awakening, much like my initial "awakenings" with Mel and Mike. For many of us 744 aficionados (and I dare say most newly rated pilots), button-pushing for the first 4-500 hours is merely from rote. It is only after, that the nuances of the complexities and interactions behind the button pushing becomes obvious.
For many your series will be a shortcut to the fast lane. For me, it has been in many ways a magnificent reunion with my Fat Girl, after spending great lengths of time with her leaner, younger sisters ;).
Ta!
C
Thanks Carl,
I'll try and keep it up!
Peter
Very nice demo Peter,
I enjoyed!
Quote from: BritjetThanks Carl,
I'll try and keep it up!
Peter
Holy Moley- you've gone and outdone yourself ;)
C
I take it that is a subtle reference to my latest gardening tuition video?
;)
Aye- the original "Whack A Mole" video game- or perhaps the newest, environmentally conscious, organic version :)
C
New video uploaded...
NINDAs!
Engine failures next - whoopee!!
Peter
At 7:50 and on ...
Pretty creative trick, this handmade 11-mile-hold providing almost the entire approach track :-)
Thanks!
|-|ardy
Thanks Hardy,
Am I allowed a "winkey"? ;)
Peter
Hello Peter,
in the FCTM, Boeing recommends to set the minimums to MDA+50ft for a NPA, because in case of a go around the aircraft won't descend below the MDA (due to inertia). In your video, you set the baro minimum to the MDA value. Why ? Is it specific to airline SOP ?
Stephane
Hi Stephane,
That is a very good question..
If I may quote the FCTM...
"Descent limits are based on a decision altitude or height DA(H) for approaches using a glide slope or certain approaches using a VNAV path; or a MDA(H) for approaches that do not use vertical guidance, or where a DA(H) is not authorized for use. Most agencies do not require specific visual references below alert height (AH). Approach charts use the abbreviation DA(H) or MDA(H). DA(H) applies to Category I, II, and certain fail passive Category III operations. A decision altitude "DA" or minimum descent altitude "MDA" is referenced to MSL and the parenthetical height "(H)" is referenced to Touchdown Zone Elevation (TDZE) or threshold elevation. Example: A DA(H) of 1,440' (200') is a DA of 1,440' with a corresponding height above the touchdown zone of 200'."
So it depends on whether you have "vertical guidance" or not. The approaches mentioned in the video all had that, in the form of VNAV. If you don't have the guidance then I think you would be correct in saying that 50' should be added, so this might well apply to an approach using VS, if you don't have a vertical path pointer.
The inertia argument is a good one, I can only quote the FCTM. Certainly in my previous company (BA) we didn't add 50'
Their argument was as stated in the FCTM..
"When specifically authorized by the appropriate regulatory authority, approaches may be flown to the following minima: • a published VNAV DA(H) • a published MDA(H) used as a decision altitude. When either of the above minima are not specifically approved, and descent below the MDA(H) is not authorized, it is acceptable for the crew to use the published MDA(H) + 50 feet as the altitude to initiate the missed approach or decide to continue the approach to a landing. This technique is an acceptable means of complying with the MDA(H) during constant angle non-ILS approaches where a level off at MDA(H) is not planned."
So I guess it depends on whether your company regards the respective MDA as "authorised"! Go figure!
I hope this stirs the murky waters a bit! I think the "clue" lies in that the MDA given is based on VNAV being used, so in other words, it assumes a continuous descent, much like an ILS...
As always, specific company procedures would apply..
Cheers
Peter
Peter- you are fast replacing our Oracle at Delphi...
Ta mate!
C
Quote from: BritjetHi Stephane,
That is a very good question..
If I may quote the FCTM...
"Descent limits are based on a decision altitude or height DA(H) for approaches using a glide slope or certain approaches using a VNAV path; or a MDA(H) for approaches that do not use vertical guidance, or where a DA(H) is not authorized for use. Most agencies do not require specific visual references below alert height (AH). Approach charts use the abbreviation DA(H) or MDA(H). DA(H) applies to Category I, II, and certain fail passive Category III operations. A decision altitude "DA" or minimum descent altitude "MDA" is referenced to MSL and the parenthetical height "(H)" is referenced to Touchdown Zone Elevation (TDZE) or threshold elevation. Example: A DA(H) of 1,440' (200') is a DA of 1,440' with a corresponding height above the touchdown zone of 200'."
So it depends on whether you have "vertical guidance" or not. The approaches mentioned in the video all had that, in the form of VNAV. If you don't have the guidance then I think you would be correct in saying that 50' should be added, so this might well apply to an approach using VS, if you don't have a vertical path pointer.
The inertia argument is a good one, I can only quote the FCTM. Certainly in my previous company (BA) we didn't add 50'
Their argument was as stated in the FCTM..
"When specifically authorized by the appropriate regulatory authority, approaches may be flown to the following minima: • a published VNAV DA(H) • a published MDA(H) used as a decision altitude. When either of the above minima are not specifically approved, and descent below the MDA(H) is not authorized, it is acceptable for the crew to use the published MDA(H) + 50 feet as the altitude to initiate the missed approach or decide to continue the approach to a landing. This technique is an acceptable means of complying with the MDA(H) during constant angle non-ILS approaches where a level off at MDA(H) is not planned."
So I guess it depends on whether your company regards the respective MDA as "authorised"! Go figure!
I hope this stirs the murky waters a bit! I think the "clue" lies in that the MDA given is based on VNAV being used, so in other words, it assumes a continuous descent, much like an ILS...
As always, specific company procedures would apply..
Cheers
Peter
thanks for the reply, Peter. What is confusing me now is :
QuoteDA(H) applies to Category I, II, and certain fail passive Category III operations
Cat I, II or III means an ILS approach for me. Then you talk about VNAV DA, and if I understand, we use VNAV when performing a NPA.
Stephane
Hi Stephane
Unfortunately the FCTM is a bit confusing...and it is easy to use "DA" when you mean "MDA", as I probably have done!
The 3 category ILS approaches you mention are of course "precision" approaches using an ILS (I've seen a lot that weren't ).
Unless otherwise specified, (ie for Cat II and Cat III, which use radio) they use barometric altitudes referenced to the threshold elevation. Cat 1 DA(H)'s are not radio altitudes, as I am sure you realise, the (H) merely means that the reference is the runway threshold.
(CAT I approaches always use baro reference since the radio altitude is unreliable as an indication of height above threshold. The radio height given after DA(H) in brackets on a CAT 1 is advisory only, by the way - there might be uneven ground so you don't use it- not the case as for the late stage of a CAT II or CAT III approach)
"Non-Precision" approaches in the 747 are always continuous descent approaches. You can't fly level and then start a last-minute descent, so they are flown 99% of the time with VNAV guidance. So, you arrive at your barometric decision altitude, DA(H), still descending, just like an ILS. Then if you go-around, the DA(H) that you were using is still safe as there is a safety margin built in.
If you get an approach with no VNAV guidance, then the approach should specify an MDA(H) instead of a DA(H). In this case you cannot reasonably fly level, but you mustn't go below it if so specified - so you add 50' in this instance..and you still fly it as a CDA..
So basically (!) a DA(H) for an ILS is the same as a DA(H) for an NPA..you fly it as a CDA using baro, and go around when you reach it..(or land!)
Peter
Indeed, NPA's with DA's should be flown as an ILS...
An MDA is a floor. Bust it and you fail your checkride. It comes from the principle that you cannot be below that altitude at any time if you are not visual with the runway. The principle is related to "old style" NPA's, without much of a vertical guidance (who remembers NPA's where timing was your only clue...). In a commercial environment, if you really wanted to land, this pushed the crew to descend quicker than required, leveling off at the MDA and start looking for the bloody runway. But it was better than descending too slow and becoming visual over the threshold.... The risk of busting your MDA during such maneuvering is pretty high, so standard 50ft were added to the minimums.
Pretty much all NPA nowadays are continuous descent and if managed properly, you get a very good path control that leads you straight to your VDP (visual descent point). Beyond that, it's your aircraft that allows you to do the same thing for those old style NPA with the letdown principle. It then depends on your authorities if they allow you to use VNAV for those types of approaches (approaches with an MDA published, not yet a DA). If not, the 50 is usually still added (like in my company).
Hi pete, just a question about the tearpdrop on your NIDA vid. On the chart it says that heading 346 should only be used by cat A and B, does that not include the 747?
Er - I think you might have misread it...
Cat A and B- 342
Cat C and D -346.
It's to do with the radius of turn of course..
(747 is CAT D..)
Cheers
Peter
Hardy and Peter,
Just a small dilemma here...
I really think we -all- are enjoying the magnificent video's of both of you VERY much.
The learning effect is magnificent and a very good addendum to the manual.
Nevertheless it's not very convenient to say "thank you" after every upload.
So, if it's quiet for some time with "thank you's...", be assured that the not written "thanks a lot" is always included in the previous one's".
Hessel
p.s.
May be helpfull for newcomers, if the links to Hardy's video's are also put in the "Tutiorials-section" of the forum ?
Hi Hessel,
Sentiments appreciated. Thank you!
Peter
Fully agree with Hessel!!!
THANKS A LOT!
BR from Vienna
Hans
New video uploaded..
"Single Engine Failure - handling".
This video is just about handling the failure itself - the next video will deal with managing the failure - gear and flap clean up - "emergency turns', checklist use etc.
Cheers,
Peter
Per Hessel, my continued thanks too!
Another great video, thanks.
In the future, I would like to see how you handle with turbulence, when landing at Sydney for example.
Stephane
A comment on the use of the rudder on an engine failure/ The video shows the yoke offset a bit from the center position with the rudder not sufficiently dealing with the yaw/roll problem.
My old company had a VERY close call because of that !
The aileron deflection in that (mishandled) event was enough to bring up the spoiler, and as a result the airplane almost hit the hills west of ksfo !
JJ, the spoilers don't go up when the aileron is deflected just a little bit (like in the video). You can see that on the EICAS.
True, but in the case that I mentioned he had in almost full aileron which was part of his problem. (The other part was that they didn't go "out the gap" as called for to avoid the terrain).
So your old company prohibited even such slight (spoiler-less) aileron deflections?
Actually - although the indicator on the video shows a lot of aileron applied - it was very small - only a very slight deflection with a joystick..
If I recall correctly there was almost no rudder input on that particular event hence they continued to track incorrectly for quite a long way - not "through the gap" as you say.
(If I remember, he didn't almost hit the hills because of spoiler drag - he was tracking incorrectly because he was out of balance, hence the problem - but I would have to look at the incident report again if there is one).
Rudder must come first - as emphasised in the video, but it is important not to play around with rudder close to the ground - there is no doubt that the 747 will bite you if you do that. Wings level initially is paramount, and you can only do that effectively with aileron - (the secondary roll from any rudder correction is too slow).
My "4 R's" are looking for a (R)eassessment at about 100ft or so - not a sustained out of balance, which is what happened in the SFO case..
PS - Just had a quick look at the Pilot report - it was a No3 engine failure failure at about 300ft, so not an engine failure between V1 and Vr as such. A failure like this is easy to miss, and difficult to handle correctly - because yaw may not be noticed but the roll will be - so the natural tendency is to apply aileron and nothing else.
"NFP NOTICED THE FLYING FO LOST 40 KIAS DURING THE INITIAL CLBOUT"
Unfortunately this seems to have been mishandled to the point that they got the stickshaker. I don't personally think that spoiler drag was the issue...
Peter
I've not seen the report, but the reconstructions of the event that were around at the time indicated (as was pointed out) that there was almost no rudder input, and that the spoiler drag and the close to a stall airspeed all played a part. The airplane apparently came within about a wing span distance from a hill!
(And one of the KSFO tower operators happened to live there! That was apparently how the word got to the media).
In any case my point is that it's not a good idea to put a lot of aileron in, an an even better one to follow the departure path for the engine out.
Also there was no company policy regarding the spoilers as you mention Hardy. Just a very badly handled engine failure on take off.
I think we are all agreed on that - as I said in the previous (edited) post - although it looked a lot on the PSX indicator the aileron input in the video was actually a very small amount - the rudder having been applied pretty accurately..
It would be an interesting exercise to see how much deflection on your joystick/wheel causes spoiler pickup - on the real aircraft I seem to remember it was about 20degs wheel deflection..
Quote from: calimhiroAnother great video, thanks.
In the future, I would like to see how you handle with turbulence, when landing at Sydney for example.
Stephane
Thanks Stephane..
I would only quote my own technique in turbulence which probably has no particular merit - but..
The real aircraft experience - because of the length of the fuselage you go vertical and sideways quite alarmingly! Not comfortable. It is a bit like not being totally in control of an office-block on a roller-coaster!
Airspeed trend vector can be alarming but really doesn't help much except to make things look bad - remember it is a 10-second vector and a gust rarely lasts more than a second or so so it is important not to be 'panicked' if you see the trend vector going into the stall area!
1) Fly attitude - try to hold the pitch you want even if the aircraft is pitching up and down in the gusts. Don't worry too much about glideslope - the important thing is the touchdown point. For a very high ROD (say 1200 fpm?) then strongly consider a GA.
2) Use a healthy speed increment (up to 20 kts)
3) Many pilots like Flap 30 in windy approaches. It helps prevent a float..Just watch the flap protection envelope..
4) Don't use autothrottle, apply a datum thrust and try not to change it too much.
5) If you see an unhealthy speed trend that persists then make a sensible thrust change - slamming throttles backwards and forwards may make you feel better bit won't help
6) Try to resist overcontrolling in aileron - it is easy to do!
7) Don't hold off - floating 10 feet above the runway in a gale with no visible means of support is not a good idea! Better to crunch it in!
If directional control goes wrong then strongly consider a go-around - even after touchdown if the reversers haven't been deployed.
As I say - just my ideas..
Peter
Sorry for insisting, but this all talk about rudder, yaw-induced roll and roll induced yaw moments, reminded me again of the way PSX deals with rudder inputs when aileron is used to maintain wings level.
I think either the roll-induced yaw ( yaw moment due to roll ) is underdone, or rudder authority overdone ( ? )
I say this because I am able to maintain a good yaw rate, wings level, with full rudder deflection ( attained carefully, with progressive rudder input ) and opposite aileron ( enough to keep wings level ), completing a full 360º circle in around 1' 15"
This is with the 4 engines shutdown, in an emergency situ, starting at final app alt.
But I have replicated a similar behaviour at cruise level / speed with the 4 engines perfectly working and all systems fine ( including rudder limiters ).
At the same time the loss of speed and altitude during such maneuvers is minimal, while I would expect a tremendous effect due to the persistent sideslip...
Hi José
Hardy and I (and others, I am sure) have worked hard to make the engine failure on take-off realistic - and there is every likelihood that this will be further refined in the future.
It is possible that the real aircraft has stronger roll resulting from yaw input, and this may be refined in the future, but of course that is Hardy's call, and as he is often reminding me (!),a small change to one factor can have a very negative effect on another, which may well be the result of your 360 degree yaw experiment. Personally I would rather see the engine failure on take-off look right, and if it means that we have an anomaly elsewhere in an unlikely manoeuvre, then so be it..
I try with my videos to tell it "like it is" on the real aircraft with appropriate plaudits to PSX where merited, which will continue to grow and improve (unlike my videos!).
José, as I've told you already, I'll check this "very extreme" stuff when I'm working on the next update. Any tuning on this "very extreme" stuff will not change the current (in my opinion excellent) E/O yaw/rudder/roll behaviour but only the "very extreme" stuff.
Quote from: jcommI think either the roll-induced yaw ( yaw moment due to roll ) is underdone, ...
Unlike a glider, the 744 has yaw dampers :-)
To get a roll-induced opposite yaw, you need to deactivate the yaw dampers.
|-|
Or, maybe it simply is correct, and no one can really tell because I'm afraid that's the kind of maneuver not trained in a Full Flightsim, and even less IRL....
I would prefer to find out that after all, this is correct. And I am digging through some Roskam data to find out the moments, through interpolation....
here (http://www.dept.aoe.vt.edu/~mason/Mason_f/B747PresS07.pdf?q=747), also here (http://www.dept.aoe.vt.edu/~mason/Mason_f/LDstabdoc.pdf) and at many other links some interesting stuff :-)
Quote from: BritjetThanks Stephane..
I would only quote my own technique in turbulence which probably has no particular merit - but..
The real aircraft experience - because of the length of the fuselage you go vertical and sideways quite alarmingly! Not comfortable. It is a bit like not being totally in control of an office-block on a roller-coaster!
Airspeed trend vector can be alarming but really doesn't help much except to make things look bad - remember it is a 10-second vector and a gust rarely lasts more than a second or so so it is important not to be 'panicked' if you see the trend vector going into the stall area!
1) Fly attitude - try to hold the pitch you want even if the aircraft is pitching up and down in the gusts. Don't worry too much about glideslope - the important thing is the touchdown point. For a very high ROD (say 1200 fpm?) then strongly consider a GA.
2) Use a healthy speed increment (up to 20 kts)
3) Many pilots like Flap 30 in windy approaches. It helps prevent a float..Just watch the flap protection envelope..
4) Don't use autothrottle, apply a datum thrust and try not to change it too much.
5) If you see an unhealthy speed trend that persists then make a sensible thrust change - slamming throttles backwards and forwards may make you feel better bit won't help
6) Try to resist overcontrolling in aileron - it is easy to do!
7) Don't hold off - floating 10 feet above the runway in a gale with no visible means of support is not a good idea! Better to crunch it in!
If directional control goes wrong then strongly consider a go-around - even after touchdown if the reversers haven't been deployed.
As I say - just my ideas..
Peter
Thanks for your informations Peter, I will practice again.
Do you use rudder input on the approach ? or just ailerons and elevator ?
Stephane
Hi Stephane
On an approach which is not asymmetric, no absolutely not. You should never (in my opinion, which saves arguing about it!) use rudder to change direction on a swept wing aircraft (unless to "kick" off drift at touchdown, of course).
Peter
Hello Peter,
First of all, I would like to thank you again for these great tutorials. We are so lucky here to have somebody sharing his professional experience with us, with such a great pedagogy, kindness, and humour.
I personally watch your videos many times each, take some hand records during watching, and then go for training on my own simulator. The schematics and PSX screenshots you show are wonderfull and I was guessing if it could be easy for you to share them with us. Are they Powerpoint ? I would like to print them to build some personal "type rating courses" on paper, with your pictures and schematics, and my personal notes (for simulation use only of course).
Do you think it could be possible, and easy for you to upload these documents ?
Best regards and thanks again.
Hi Jean-philippe,
why not just set the video to full screen in 1080 HD and take a screen shot (and then crop the part you need in a picture editor)? It may not be perfectly sharp, but if it's just for "personal notes" ...
Cheers,
|-|ardy
Hi Hardy,
Very good idea. I gave it a try and it is very satisfactory for my usage. Thanks for the "trick" ;)
Peter, you can disregard my request, and keep all your time to continue producing these wonderful tutorials.
Cheers
Hi Jean-philippe
Thanks for the comments.
Actually I haven't been saving the powerpoints - I just keep overwriting and deleting.
Not very efficient!
Peter
New video uploaded..
"Engine failure on Take-off - Management."
Enjoy!
Peter
Hi Peter,
great tips again, thank you!
Especially the one re counting the seconds during rudder trimming, or the 15 minute interval re fuel configuration ...
|-|ardy
Thanks Hardy..
Peter
Ta as ever Peter. I have learned so much from your videos... and I must confess, like your illustration, I do go back and watch them over (and over).
C
Thanks, Carl..!
Peter
A "full flight..."
It would be great, at least for me, to watch a video of a full flight from C&D to arrival gate.
Some parts of the flight could be compressed, but items like initial cockpit prep, setting the route and performance, use of the communications, etc..., would be great to watch.
:-)
As new virtual pilot of PSX -> i agree :D with @jcomm.
@Britjet: Many thanks for your excelent tutorial videos!!
Thanks José and Lentik,
How about..
Pre-flight to Take-off..
Post landing to parked..
(I don't want to show myself up by actually flying!)
Peter
Yes, for me this will be fully ok :)!
Ok - the main problem is that there are many different SOPs for these phases, but I will try to do some with basic Boeing procedures.
Peter
:) thx alot Britjet, you are the best^^!!! This will be very helpful for me!
Sebastian
That would be great Britjet, even more if including the use of COMMS, that is still tricky to many ...
Thank you!
Quote from: jcomm... including the use of COMMS, that is still tricky to many ...
It's also tricky to find out what some users don't understand. Actually, the system is trivial. But maybe some former experience from a different simulation is blocking the user's mind making the whole thing now much more complicated than necessary?
I think when a user doesn't understand the usage of the ACP and RCP, the user should explain
what effect he expects when a certain switch is moved. What is in his mind? One could write a whole book about ACP and RCP and then check if the user finds an answer on a specfic question. -- Or, vice versa, the user tells exactly what in his mind disagrees with his expectation, and then one could explain the actual problem much better because this way one gets an idea of what "way of thinking" is blocking the user's understanding.
So, in my opinion, a simple
"I still don't understand this" cannot be solved by a
"Wait, I'll write you a book" :-)
|-|ardy
True HH, and I think Britjet has already given a very good description of how it all works, as a complement to the PSX Manual pages... But seeing it in action can further help ....
Quote from: Britjet(I don't want to show myself up by actually flying!)
I, for one, do like actual flying in videos -- but I don't like my voice! :-)
Perhaps we can combine our preferences in an additional video series:
You talk, I fly? :-)
Cheers,
|-|ardy
Great idea, Hardy!
Actually I have one in mind - It's a 2-engined approach into Quito on Cat1 limits with a 40-kt crosswind and a failed Wing Gear.
Off you go - just getting my mic adjusted :-)
Peter
I hope your suggestion is not ironically meant :-)
I'll try it!
Just tell me ...
Which engines fail?
Wing gear left or right?
Crosswind left or right?
!-iardy
Actually - I think I'll do a specific one on the ACP etc - just babbling on while using it should clear a few misunderstandings..
Peter
Peter-
Now you've got me scratching my head... you mean there are procedures OTHER than the ones in the BA FCOM? Can't be mate- there's something inherently not quite right with that train of thought ;) Surely BA will suffice for the masses... phuleeeeeezzzzzz!
C
Quote from: BritjetOk - the main problem is that there are many different SOPs for these phases, but I will try to do some with basic Boeing procedures.
Peter
New video uploaded - Audio Control Panels
(Just a quick "rough" one for those who are a little confused, and a couple of extra tips..)
I forgot to mention SELCAL - sorry..
Peter
Thanks for this new video Peter.
Peter, your good timing at the end shows you're a good actor too, hehe :-)
Cheers,
|-|ardy
[size=8](The frequency transfer on the RCP takes 1 second, or 3 seconds when DATA is displayed; you need to push the transfer button just once.)[/size]
:mrgreen: Thanks for the vid Peter nice ending! Sounds like you're getting more than drinks! Glad you take the time to make these I watch them often.
For any of you practising engine out take-offs - a misleading instruction in the video - you don't need to have the rudder in trim to engage the autopilot on the engine-out climb. (I was having a "brain shrink"..)
So the procedure is:-
250 ft MIN - engage an autopilot
Then trim the rudder...
etc
Sorry about that - I will endeavour to amend the video soon..
Cheers,
Peter
"Is that Maria, the upper deck stewardess with the --- ------?"
Any anecdotes of trying to get flight crew to lose their cool while chatting on the intercom? :)
I think it may be considered unprofessional now but lots of flight crew would answer the cabin call with 'Hello, Staff Travel?"
Peter
New video uploaded...
"Single Engine Failure on Take-off DEMO"
(This is using the new 10.0.5 BETA 6...)
Cheers,
Peter
On the video, the inference is that the rudder trim should be completed before actioning the memory items. This is me reverting to multi-crew habits, I'm afraid.
In a multi-crew environment the HP would call for the appropriate memory items as soon as possible after 400 feet, and then trim the rudder while they were being done by the other pilot, so in the video I got things slightly in the wrong order from the single-crew perspective.
For single-crew operation it would be better to keep the rudder pressure applied manually while shutting down the engine, and then trimming the rudder..
Sorry about any confusion..
Peter
Quote from: BritjetOn the video, the inference is that the rudder trim should be completed before actioning the memory items. This is me reverting to multi-crew habits, I'm afraid.
In a multi-crew environment the HP would call for the appropriate memory items as soon as possible after 400 feet, and then trim the rudder while they were being done by the other pilot, so in the video I got things slightly in the wrong order from the single-crew perspective.
For single-crew operation it would be better to keep the rudder pressure applied manually while shutting down the engine, and then trimming the rudder..
Sorry about any confusion..
Peter
Peter,
thx for the updated video, where the enhancements in sideslip included in the latest version have contributed to an ever better, I guess more realistic response from the aircraft and handling from the pilot.
Your note on the subtleties of it being performed by a single pilot bring an idea, which is not at all new, and exists for other simulators like P3D, FSX and now X-Plane too... a virtual co-pilot adding CRM to the simulated cockpit...
I wonder if such an add-on could be designed / implemented for PSX. The default options for actions from the first officer are already nice to have, but having a robot simulating the 1st officer would be nice, going through the checklists, setting systems, and even cooperating in the decision process when events like significant weather or failures occur....
I confess I never had such a program for FSX, something in the line of "FS2Crew" or "MCE" now also available for X-Plane 10 ( if I'm not wrong... ), but I would probably invest in one for PSX :-)
Quote from: jcommthx for the updated video, where the enhancements in sideslip included in the latest version have contributed to an ever better, I guess more realistic response from the aircraft and handling from the pilot.
The sideslip tuning in the latest version does not affect the existing engine-out behaviour. It just affects cross-controlled rudders and ailerons in symmetric thrust conditions.
|-|
Ah, Ok Hardy, although I guess it ends up affecting engine out as well, because of the induced yaw and resulting roll moment due to yaw and the resulting momentary sideslip when the engine fails, plus the one that results from the pilot inputs to compensate...
0.5.0013. Slip-induced roll rate increased.
... even if it wasn't started by cross-control inputs under a symmetric thrust state...
Basically, I am now having to use more yoke to counter yaw-induced roll, more yoke to counter an opposite rudder application during sideslip, and that, combined with:
0.5.0014. For cross-controlled rudder/aileron: Yaw rate reduced, drag increased.
results in a different, I believe more plausible overall behavior whenever there is asymmetric thrust...
Quote from: Hardy HeinlinThe sideslip tuning in the latest version does not affect the existing engine-out behaviour. It just affects cross-controlled rudders and ailerons in symmetric thrust conditions.
|-|
Tutorial 1 - Changing ILS rwy during approach: Comment on situ set up
I originally had problems with the procedure outlined in Tutorial 1 - I couldn't get the new runway to autotune the new ILS freq. Found that the initial rwy ILS freq in the Nav Radio page was manually tuned and stayed locked to that ILS even with the new rwy ILS set in the DEP ARR page. This was due to my setting up the scenario by using Hardy's transporter on the Position page in the Instructor's Station - I had set up a short final for 27L and then hit the Set FMC/ILS button, which apparently sets the ILS frequ manually.
When I changed my situ to set up some distance out from EGLL and intercepted the 27 L ILS normally the initial runway ILS freq then autotuned and then the shift to the 27R runway worked as shown in the tutorial.
I assume this is correct behavior for the system - i.e. if you have entered the ILS for a runway manually it won't autotune a new freq and you can't change the ILS unless you manually enter a new freq.
Great tutorials - I've finally got some time to go through them systematically and am picking up a lot of new information.
Thanks
Torrence
Quote from: torrenceI assume this is correct behavior for the system - i.e. if you have entered the ILS for a runway manually it won't autotune a new freq and you can't change the ILS unless you manually enter a new freq.
Yes, correct, manual tuning inhibits autotuning.
Cheers,
|-|ardy
You need to manually delete the freq to enable autotuning again. But this is possible only if loc/gs are not active. Otherwise you need to recycle f/d to leave the approach mode, if I recall the manuals.
Stephane.
Just to say I haven't forgotten my "promise" to do cold and dark videos - we are planning to use Gary Oliver's sim (used for Simfestuk) for that, with in-cockpit cam.
It might take us a week or three to get it done, though. I'll try and do a 2-eng inop in the meantime..
Peter
Sounds brilliant!
Your contributions to my understanding (and I am sure most others) of 744 operations is hugely appreciated. Knowing the sequence of standard flows is one thing, understanding the subtleties and foundations of rote procedure, while gaining confidence to handle non-normal operational requirements, is quite something else.
Thank-you Peter, your videos scythe through the drawn curtains of operational knowledge, parting them for all who thirst to know.
C
Thanks Carl. My pleasure. I'm glad to be of help ;-)
Peter
By popular demand - two videos uploaded! These are a little different to my previous offerings...
Pre-Flight procedures from Cold and Dark through to Take-Off, Parts 1 and 2
My thanks to Gary (Mavis) Oliver in particular for letting us film in his fantastic 747 sim for these two videos.
Home cockpit builders - watch and weep!
Enjoy..
Peter
Thanks to Britjet and Gary!
Once again, the videos are a treasure trove of information. I'm already out of tears though -- that is because I was weeping the whole time during the latest Simfest Event! :D ;)
Bernd
Great videos!
Thank you, guys & girls :-)
|-|ardy
It's someone else's turn to play Mavis next time!
By the way, it looks like part 1 is not public and part 2 is public. Why not make both public on YouTube?
Weep ? Noooooo.
Oh wait what is this ? Oh crap. It's a tear...
Thanks again for all your efforts Peter. This type of operational knowledge is extremely valuable as it is really hard to find.
And Gary's cockpit is f**king awesome ! My bad, I meant bloody... :roll:
Quote from: Hardy HeinlinBy the way, it looks like part 1 is not public and part 2 is public. Why not make both public on YouTube?
Hi Hardy
I have corrected to my original intention to keep Part 2 "unlisted".
It's down to Gary on this one, (it's his sim, of course) but as you will know I originally wanted to keep all my videos accessible only through PSX. It is worthy of thought and I am open to suggestions.. but I don't really feel comfortable being "mainstream" with all that might entail..
After all, I might be talking Bo**ocks!
Peter
EDIT - I have talked to Gary and he is happy to make them public...
Quote from: Gary OliverIt's someone else's turn to play Mavis next time!
But Mavis, you have such a lovely set of coconuts. :lol:
Jon
At this rate Mavis' coconuts will be going viral
Peter & Gary-
WOW! What a treat it has to be to be able to operate a sim like that! I'm not prone to jealous fits... but this has to be marvelous....
Peter, I must tell you how thankful I was you stayed the course and used BA procedures... it was fun to follow along on the well worn copy of 02-NP-30-1 dated 1 January 2007. Things are MOSTLY the same, with a couple of changes with your newer checklists... however, I was most gratified to see that I hadn't been making a complete hash of it these past decades :).
I eagerly await the next installment.... and hope that at some time in the future we shall see you fly the IGS into Kowloon Bay, in the middle of a monsoon, with wipers clacking, the stadium a blurry streak, and sweat pouring off your forehead at the same rate as the precipitation driving into the windscreen ;). Cheung Chau, to Golf, to Sha Lo Wan, to the Outer and then Middle followed shortly by Checkerboard Hill.... has a nice ring to it doesn't it? Never have the bland words, "Continued flight on the IGS flight path after passing MM will result in loss of terrain clearance" needed more attention ;).
Splendid mate!
C
Hello Britjet,
First of all, thanks for the videos, they are very usefull. In the preflight video part 1 you entered 6.4 tons reserve fuel into the perf init page but, why 6.4 tons. How do you determine this ammount of reserve fuel?
Thanks in advance,
Freddy.
Hi Freddy
I didn't look closely at the flight plan for our purposes but it would have been reserve fuel (30 mins) and diversion - which was probably KEWR. It is the sum of both, from the flight plan.
6.4 would have been a rather tight fuel but I wasn't going to waste video time on it - a more realistic figure would be typically 8 or 9 tonnes..
Cheers
Peter
Don't forget to put that broken Rudder Trim Indicator in the Tech Log ;) Cat B MEL
Great video... It would be nice if all preflights were as easy as this :mrgreen:
It's not broken it's just not plugged in, surely that's an acceptable excuse on the MEL :)?
Gary-
May I volunteer to fly over and plug it in? ;)
Very impressive!
C
Hello Peter,
thanks a lot for the great preflight videos! I love your series of very educational videos!
They give me a great learning and relaxing time beside building my 747 flightdeck!
Compliments also to Gary for this great simulator!
Best regards from a sunny Vienna
Hans
Triple7, would you mind to resize your profile avatar to a resonable size ...? Whenever I open this thread, it seems your picture is oversized, blowing up my webbrowser :-p I guess I'm not the only one?! http://i.imgur.com/ROO1zjX.jpg
Excellent videos, Peter. I never thought about this until watching your control check -- I've always checked the left rudder first. Now that I think about it, everyone I know here in the US does the left rudder first. But we drive on the right side of the road. I wonder how they check it in Germany or the Netherlands! Thanks again.
Jon
Quote from: Dennis BI guess I'm not the only one?! [/code]
Same problem here.
I can switch the avatar auto-resizer off to demonstrate the problem better :-)
I've never had a problem with it, weird, I blame Britjet as he made it.
Hopefully fixed now, sorry!
Quote from: Triple7I blame Britjet as he made it.
You should know by now that nothing is ever my fault :-)
Peter, thanks for all your helpful tutorials.
In your preflight tutorial #1, you mention waiting until the APU is on before turning the packs to NORM. Is that because you don't have ground air conditioning available? If you had ground air conditioning, would you turn the packs to NORM right away?
Hi Will
As far as I am aware (and the tech guys may no doubt wish to comment) you don't use the packs when ground air conditioning is connected. The air should be cooled anyway. In my airline we would sometimes have ground air and packs as well, probably because it increased the airflow and hence the comfort factor, but there was an engineering downside to this in that it apparently damaged the NRVs from the packs (I believe that was the official line). We had engineers complaining that our operation of the packs was giving them problems.
The main problem was that often the ground aircon wasn't as good as having the packs on, but there was no-one to remove the ground aircon in the early stages of a typical turnround , so we ran the packs anyway.
The engineers weren't best pleased! So then switched to a compromise system whereby the packs could be operated for a max of 30 mins with aircon air attached.
That was just my company. Others would have had different ideas.
The packs won't operate unless there is pressure in the duct anyway..
Peter
I can't look my single computer screen square in the eye anymore after seeing that incredible sim! Thanks for another great tutorial.
Thank you Peter for your great tutorials.
I play golf with an 90 year old ex airline pilot.
He started on DH56's, Electras, Lodestars, DC3's and completed on 737's.
I referred him to your wonderful video tutorial page and suggested that he have a look at #8 first. (Taking off from Milan)
Although he is 100% mentally he did not understand anything that you said!!!
Things have certainly moved on since his flying days!
Cheers
Derek
Good job peter !
Great videos...
Would be nice to record a POGO flight with this simulator.
Adrien
Thanks Adrien,
Ok - I give up. What's a POGO flight? Is that like a LOFT?
Peter
QuoteThe main problem was that often the ground aircon wasn't as good as having the packs on, but there was no-one to remove the ground aircon in the early stages of a typical turnround , so we ran the packs anyway.
The engineers weren't best pleased! So then switched to a compromise system whereby the packs could be operated for a max of 30 mins with aircon air attached.
I can't even believe you got 30 minutes. There were two problems at our port. One was that the aircraft packs were sometimes damaging the ground air equipment with the back pressure (The airport authority was complaining about this so Engineering had to heed their request not to run the packs at the same time). Secondly, the check (non-return) valve didn't seem to be robust enough and the flapper would break off and in some cases disappear into the aircraft ducting). I think in some cases, the ground air and pack air would have similar output pressure and the flapper would oscillate violently leading to premature failure. When the bean counters and greenies told Engineering to start using ground air whenever they could, they soon ran out of spare check (non-return) valves. They had to fabricate parts in the Sheet Metal shops. In some cases, this caused departure delays.
If a broken check valve is not discovered prior to departure, you not only lose the use of that pack, you run a risk of pressuring area between the aircraft skin and the wing to body fairing panels (which will blow out the panels). Fortunately, check valves further down the line prevent you from losing cabin pressure.
Rgds
JHW.
Yes Peter it is like a LOFT...
It could be a nice sequel ! :D
Thank you Peter for your great tutorials!! :)
Thanks Lentik. Pleasure...
Adrien.
It's a possibility. I will discuss it with Gary.
Out of interest our final sector in the recent SimfestUK flights - (the one into Juneau) was quite similar to a LOFT, with a double engine failure and a fuel leak..
Peter
I have to ask...
What is a LOFT, in this context ????
http://www.skybrary.aero/index.php/Line_Oriented_Flight_Training
Best- C
Thx!
Hi Peter
I am using your videos (especialy the Circuit1 and 2) to understand how to fly with the 744. I am very impressed by your competence. Without these wonderful videos, just by using the oper manual, I would not be able to run the aircraft. Both informations (oper and your ideas) are absolutely necessary!
It is a great pleasure to use this nice simulator together with your great videos.
Many thanks for your great work! (And clearly also many thanks to Hardy Heinlin for his great work on this simulator!).
yours sincerely
phenowinx
That is very kind of you to comment - thank you!
I have actually just spent most of today doing the latest one and hope to have it online later tomorrow.
It will be for one-engine inoperative approaches - with two-engines inop to follow later..
Cheers,
Peter
Peter,
I know the subject wouldn't make a great tutorial but, I still would like to leave here the question - don't recall if I already ask... so sorry if I did...
It's still about sideslip or more properly, forward slip, and it's practical use in a 747-400.
In the latest patches I find it behaves very credibly in PSX now. There is noticeable additional drag, and a drop in speed if you do not push the yoke...
But I wonder if such maneuvers are indeed tested in the LevelD sims, or used IRL ?
Hi Jose,
I've never seen it tested, and there is no practical use.
As I think has been mentioned before, deliberately applying sideslip is a complete no-no with swept-wing aircraft, and puts an enormous load on the fin. You really do run the risk of structural damage, as with the tragic accident out of JFK a few years ago..
You can of course apply full rudder in a asymmetric situation, particularly at low speeds, and the rudder ratio is there to prevent over stressing of the aircraft, but the side loads would still be pretty horrendous at any speed.
Best left alone, IMHO ;-)
HTH
Peter
Thx Peter ;-)
Whenever I land my glider in a pronounced fwd slip I dream of how great it would be to do it in a 744....
Sometimes I am glad I never managed to make a career in civil aviation.... What a danger!
And those great hammerheads, loops, a bit of inverted ... Well, airliners aren't my beach, that's for sure :-)
Sideslip induced airframe damage might be worth modeling in PSX...?
[Edit: perhaps it already is? I haven't tried.]
New video uploaded - One-engine Inoperative Approach and Go-Around
I hope you like it..
Peter
Another excellent video, Peter! Thanks!
Jon D.
Peter-
The credits reminded me I still had some 1703 tucked away in the cabinet. I spent the remainder of the evening reviewing all your videos, and sipping away. A very civilized way to pass a couple of hours, and much less frenetic than the usual type rating ground school ;)
Ta!
C
PS- did you get your hands on the An-2 yet?
Thanks Carl..
I don't think the An-2 will work very well on my setup, which really only needs a basic aircraft cockpit - any more than that won't really fit well..
Peter
Peter-
I understand- but 'tis a pity, it's simply an amazing FDE!
Still, that's exactly the reason I haven't run VisualPSX....yet. I sim on a 65" Sony monitor, and do not want to give up the flexibility a single display offers. While I do offload the overhead and pedestal to a second computer/monitor, and the CDU to the iPad- the main single display choice works best for me. I do like the idea of a few extra monitors, but dislike the resulting limitations on airframe choice in other sims.
Peter's (Skino) upcoming release will allow me to finally use P3d (in a "window") for the windshield section whilst allowing the rest to be PSX- THAT will me my nirvana. PSX for the long-haul stuff with P3d VISUALS, AND P3d alone for the goose pimple inducing explorations of Alaska and the PNW in the An-2 or Twin Otter.
As ever, I am indebted to you for your work- ta!
C
Dear Peter,
this Wednesday, I have completed a nice long haul flight from EDDK- ZSPD. I have taken notes from your videos and tried to apply as many tips as possible.
I have to say that in combination with your tips, PFPX flight planning and awesome PSX product, this was so far my most enjoyable ride ever. I have used the FIX page throughout the flight, focused on gates while on approach, and tried to do landing using PVD.
'Hand flying' the Queen at 250+tons was so easy and doing ILS approach in a rainy weather was fun.
So thanks again! I am looking forward to more of your tips!
BTW, while flying over China, it got me thinking if there are any tips overflying China (metric system) and/or any tips when flying over high/er ground (such as Tibetan Plateau or Himalayas)?
Cheers,
Thanks Andrej,
Chinese metric levels are not really a problem except for the boundaries with ICAO units where all the aircraft have to adjust. In practice this is well handled by the relevant ATC unit. One thing that is worth doing is having a metric conversion chart handy so that you can double-check clearances.
QFE operations still exist in many of the areas under Russian and Chinese influence and thus has to be carefully managed. Maybe a video one day....
High ground has quite a few issues. Without going into it in detail here I suggest you make a separate post asking for advice and I am sure there will be lots of contributions!
Decompression, Oxygen endurance, Minimum Safe Altitude calculations, extra margins for strong winds, cold air mass, engine failure drift-down.....
Peter
Peter:
Did you ever use/reference Gerd Pupel's charts? From my perspective, they are simply brilliant....
Best- C
Yes, they were in common use at BA, in updated form. Very useful for general situation awareness..
Peter
Quote from: torrence on Sun, 30 Aug 2015 00:17
Britjet's Tutorial videos are also a great source for handling various non-normal conditions - e.g. Go-arounds, engine out procedures, etc. I hope he keeps them up.
Cheers,
Torrence
Sorry, guys - it's been a busy summer and locking myself away all day to make a video doesn't fit in well.
I will keep them up. I haven't forgotten you!
Peter
Peter-
No apologies needed! Enjoy the halcyon days.... I'm content to watch your current content over and over, until you find yourself shut in by a rain shower :). I keep finding, and understanding, significant underlying interdependencies behind your demonstrated techniques- each time I view the videos over.
The PSX / VisualPSX / P3d combination that I finally adopted has become so much more fulfilling because of your efforts....
I remain obliged- C
Dear Peter, as a newcomer to PSX have found your videos extremely helpful!
Job well done! Looking forward to the rest of the batch ;-)
Thanks so much for your contribution!
cheers
-E
Dear Peter thanks for your excellent videos, Highly instructive and extremely clear!
Sharing your knowledge and experience is not only sign of generosity and professionalism but is also the very best gift to all the new Pilots.
Ad Majora!
Ciao from Italy :-)
Two new videos uploaded..
2 - engines inoperative briefing.
2 - engines inoperative demo.
I sense that the community is gearing up for more non-normal operations, so I will be leaning towards that for the coming productions..
Enjoy!
Peter
Superb, thanks Peter!
I've just watched your latest 2 engines inoperative theory and demo, brilliant stuff, and I appreciate the way you start by reading and explaining the QRH like this.
Am I ready to give that scenario a go yet? LOL, cough, I think I'm going "go around" up to video 22 or so and work all the way down again first! it's unbelievably useful to be able to watch you do these as many times as one needs like this!
Rocking, appreciated - and enjoyed XX
cheers
Kabbers
Peter-
So glad to see your newest contributions- ta!
BTW, whilst I too am a "non-normal" aficionado, what would be quite useful, would be a run-through of the various software programs in the big sim. Perhaps showing in what order they are started, their configurations and then seeing them in action..... For a neophyte networker like me, that sort of total overview would be priceless.
As ever, I remain obliged.
Best- C
Quote from: Britjet on Sun, 13 Sep 2015 15:48
Two new videos uploaded..
2 - engines inoperative briefing.
2 - engines inoperative demo.
I sense that the community is gearing up for more non-normal operations, so I will be leaning towards that for the coming productions..
Enjoy!
Peter
Thanks guys, much appreciated.
Carl, I'm not sure what you mean by "simulator programs" ?
Peter
Peter-
I was referring to the many bits and bobs that make the big sim run. PSX, P3D, VisualPSX, TrafficPSX, BAACARS, ASN, PSXWx etc... I would imagine the sim HW might have other driver programs. For a simple 2 or 3 PC simmer like me, the insight into what it takes to RUN a big sim would be fascinating. The full rundown on BAACARS alone would be splendid.
Only when convenient to fit into your flow though.... thanks Peter!
Best- C
Hi Carl
To be quite honest I have absolutely no idea how the big sim does its thing! The wizardry is a very large room with some rather old-fashioned main-frame computers! Whenever it breaks we just send for the tech man who normally just reboots the whole thing (taking about 15 minutes).
We don't use real weather - the IOS has the ability to set cloudbase etc exactly, but it isn't very pretty - more functional to achieve the required minima etc. No beautiful clouds..
Visual databases differ - I believe the new ones are quite advanced now but still not a patch on ORBX etc. In the 747 sim I used to operate, the texturing was Google Earth, which wasn't very convincing, and terrain mesh definition was extremely poor. (Try turning your mesh to the lowest level and you will get an idea).
The visual display is usually a poor imitation in terms of detail on what P3D can achieve, but at least it is always 100% smooth with no stutters! The wrap-round visual is very clever.
BAACARS is not my program, Garry Oliver is the boffin and Triple7 helps with it as well. My input is largely trying to get the interface to look and behave like the real thing.
Peter
Peter-
Thanks! That is a glimpse into what I was hoping to "see". We are indeed fortunate with our current level of "at home simulation". I use a 65" Sony and sit about 3 feet in front of it.... close enough to get peripheral cues in the flare. The image quality and size is great for now (I keep thinking 4K curved). Put that together with PSX and VisualPSX driving P3D with Orbx, Fly Tampa, UK2000 etc. and we are at a fairly good point in suspension of disbelief. The second computer/screen and the iPads help spread the workload and increase neck swivel :).
The complete environment created by the big sim is something I have to live without for the moment, however, the flexibility of flying the 744 to Bangkok one day, and then exploring the Inner Passage up to Homer in the An-2 the next, is not something I want to live without (for the moment).
I appreciate your explanation.... should you get a chance to run through BAACARS full procedures in a future video, that would be brilliant.
Ta- C
Peter, in your demo of the two engines out landing => go around you selected gear up while still descending. Was that due to your situational awareness and experience telling you that there would be no risk of touching down prior to leveling off ? I´m assuming you´d leave the gear down if the go around was initiated from a lower altitude, if so at approx waht altitude would that "brake" be?
Hi Tord
There is no need to have a positive climb rate before retracting the gear in this situation. You should no flying level throughout the initial clean up or even descending slightly.
Peter
Quote from: cavaricooper on Mon, 14 Sep 2015 01:22
I was referring to the many bits and bobs that make the big sim run. PSX, P3D, VisualPSX, TrafficPSX, BAACARS, ASN, PSXWx etc...
Are you talking about the Simfest Sim, as seen in this video?
https://youtu.be/hFLd6L3cO2g
If so, I was intending to document the technical workings of that sim at some point this year, time permitting.
Mark-
I was indeed, thanks... I shall look forward to it! In the meanwhile, I hope Peter runs us through full BAACARS procedures when possible.
Best- C
Quote from: Britjet on Mon, 14 Sep 2015 11:56
Hi Carl
To be quite honest I have absolutely no idea how the big sim does its thing! The wizardry is a very large room with some rather old-fashioned main-frame computers! Whenever it breaks we just send for the tech man who normally just reboots the whole thing (taking about 15 minutes).
We don't use real weather - the IOS has the ability to set cloudbase etc exactly, but it isn't very pretty - more functional to achieve the required minima etc. No beautiful clouds..
Visual databases differ - I believe the new ones are quite advanced now but still not a patch on ORBX etc. In the 747 sim I used to operate, the texturing was Google Earth, which wasn't very convincing, and terrain mesh definition was extremely poor. (Try turning your mesh to the lowest level and you will get an idea).
The visual display is usually a poor imitation in terms of detail on what P3D can achieve, but at least it is always 100% smooth with no stutters! The wrap-round visual is very clever.
BAACARS is not my program, Garry Oliver is the boffin and Triple7 helps with it as well. My input is largely trying to get the interface to look and behave like the real thing.
Peter
Thanks for your highly educational vidoes, much better then the AoA training course!
I went to the 747 sim at Cranebank, so amazing I wish I could spend a whole long haul flight in it lol.
I hopw my 747 sim will be as fantastic as Garry's one day!
Quote from: cavaricooper on Thu, 17 Sep 2015 21:04
In the meanwhile, I hope Peter runs us through full BAACARS procedures when possible.
C -
Just in case you missed it - I think the latest BACARS is 2.07 and the Britjet training videos for Pre-Flight C&D do include most of the BACARS functions for the preflight phase. Found them very useful to see what has to be done when etc.
Cheers
Torrence
Torrence-
Ta- I have 2.07, and yes I have watched Peter's series often. What I love is the running commentary that provides insight into the reasons "why" things occur and why they are done. There is where I learn the most. I appreciate your tips.
Best- Carl
Hi Britjet,
At the beginning of your first video (Two-engine inoperative Approach briefing) you mentioned the B744 has much better performance than the classic one and that made me think. Do you think (based about what you know about the El-Al disaster in AMS almost 23 years ago), if it was a B744F and not B742F, could they have a good chance to survive?
Of course they had much more problems than just 2 engines out (they had a damaged wing, they lost hydraulic, and other problems because of the above) but still could they survived in a B744F?
Thanks,
Hi Avi,
Sorry for the late reply. I have been away! (Faro, actually!)
I had to remind myself of the exact circumstances of the crash. It doesn't sound as though thrust was the issue - they lost roll authority when the leading edge flaps extended only on the good side, as well as wing damage on the other, and the aircraft just rolled in.
There are some things that nothing will prepare you for :-(
Peter
Thanks,
I was wondering if more power could help / save them but maybe more power on the good side could made things even worse giving the other problems they had.
Cheers,
Another set of great vidoes. Did you ever fly into TNCM or Kai Tak?
Kai Tak yes - not TNCM...
Peter
Quote from: Britjet on Wed, 30 Sep 2015 08:59
Kai Tak yes - not TNCM...
Peter
Nice! It would be great if you could add a video of how to do the approach and landing there to your list please?
We will be doing an approach into Kai Tak with Worldflight on the evening of 1st November.
See www.simfest.co.uk for more details nearer the time.
I'm afraid that the lack of database now makes this difficult to reproduce, but we will be introducing a "fudge" using LNAV points with the Route Guidance which will come out nearer the WorldFlight week.
Peter
Quote from: GodAtum on Wed, 30 Sep 2015 14:02
Quote from: Britjet on Wed, 30 Sep 2015 08:59
Kai Tak yes - not TNCM...
Peter
Nice! It would be great if you could add a video of how to do the approach and landing there to your list please?
Here you go Carl....
Peter
New video uploaded..
Hong Kong Kai Tak...
Enjoy!
Peter
Brilliant.... could almost smell the fragrant harbor ;)
BTW- the checkerboard turn was a thing of beauty... Much more refined than my usual frenetic lurching over the stadium ;).
Ta!
C
Nice video. Thanks, Peter.
Very nice, Peter! Thank you. That must have been quite an experience to fly that approach in RL on a 747.
Time to install FlyTampa's VHHX! :-D
cheers,
-E
ps: humble request from your list of future videos... when you get a chance, please: oceanic ops!
Thanks Peter, I really enjoyed watching that video and all the others too.
I remember landing there as a passenger (sitting on RHS) and luckily!! approach was from the Chequer Board direction. Although I was expecting the sharp turn to the right (over a stadium I think) it was still a slight shock and rather exciting. A little knowledge on my part can be a dangerous thing.
I even have a DVD of planes landing here!!
We landed with a bit of a bump I remember.
About 25 years ago too, video brings back the memories,.
Flew into LHR from Athens (B767) on Sunday, with a laconic BA Captain and efficient crew and a very full plane.
Andrew
Thanks Mundyas,
I believe that "laconic" is the in-thing these days!
We will be flying into LGAV on the 3rd of November with Worldflight. It should get quite busy!
Peter
I really enjoyed the blast from the past VHHX training video. Brought back memories of trying the Checkerboard approach with PS1 and FS. I landed a couple of times OK but my old rig had too low a frame rate and stuttered a lot, making it pretty hard to do a smooth approach. I was inspired to see if I could do better with PSX, setting it up based on the training YouTube. However, since I haven't got external scenery running on my system yet, I did mess around with the Legs page to add some "Disco" lat/lon waypoints for ND situational awareness, in addition to the Fix and radials in Britjet's sim set up. Used some old charts to pick off the coordinates of the Checkerboard and runway ends and landing threshold. This creates some targets for the turn and landing point on the ND and a nice magenta line for the runway centerline. Found I could actually make a pretty reasonable landing this way - just no out the window visual for the runway (0/0 visibility landing at Kai Tak - not recommended in real world!).
The first link below is a situ file with my mods added, if you want to try it out. The second is a further modification to approximate an RNAV approach with a couple of extra waypoints and altitude constraints. I was impressed that this worked OK on autopilot right through the final roll-out - just take off the automatics at that point and get it set down.
Oh - and Britjet's suggestion of disabling the Terrain warning is well taken. Just for fun, I kept it on to see what the terrain model would do - lots of 'pull up, too low, etc' warnings as expected. Very distracting, I guess the equivalent of someone in the observer's seat yelling "Why is that lady looking out her window - she's above us!!".
Cheers,
Torrence
1. 'Visual' situ with ND waypoint additions
https://www.dropbox.com/s/l1m4v6m6jlo2u0s/VHHX%20Aproach%20Real-world%20weather%20-%20Hong%20Kong.situ?dl=0
2. 'Pseudo RNAV" situ for LNAV/VNAV approach
https://www.dropbox.com/s/rmq4n1b0yyuekyt/VHHX%20%20RNAV%2013%20Aproach%20Real-world%20weather%20-%20Hong%20Kong.situ?dl=0
Congratulations to all!
You have now viewed the "landing video" a thousand times!. There are no more excuses for bad landings!
(Kai Tak is doing rather well in only 5 days, too - now I know where your preferences lie! (sorry about the rather poor definition of the ND by the way - too late to correct now).
I will be continuing the series with non-normals when I get the chance - at the moment I am "flying out" the entire upcoming WorldFlight route so that a guidance manual can be produced, so it is taking up quite a bit of my time. (45 sectors!).
The WF Route Guidance Manual will be made available on the www.simfest.co.uk website quite soon and will be a work-in-progress as I toodle around the globe. At the moment I am about 2/3 of the way, in Rio!
It has been a lot of fun and the (soon to be) downloadable zip file will have situs for the start of every sector, all prepared and ready to go, so you can fly them any time or on the day, in parallel with the Twitch video feed or connected with VATSIM.
As always at Worldflight and Simfestuk, if you like what you see, donations to our chosen charities will be very much appreciated.
Cheers,
Peter
The Route Guidance Manual Version 1 for WorldFlight is now available as a Zip file from www.simfest.co.uk
Enjoy!
Peter
I have started a new thread on the subject of WorldFlight 2015 now, to make it more easily accessible, so reply there please with any comments.
Peter
Hi Peter,
First of all: Your videos are absolutely amazing and extermely instructive! Obviously you spend a lot of effort in creating these videos, this is so much valuable, I hardly find the adequate words. Thanks a lot!
My default model is Lufthansa so to fly the numbers I was looking for the related N1 "numbers" as in your "Landing" video shown at 1:00.
I tried as much as possible to meet the same conditions as in your video and was somewhat surprised to see that the N1 numbers were almost constant with gross weight variations 230t, 250t and 280t, see image below. Using a BA model however showed the same numbers as in your video.
In Ivo's Excel N1 values vary significantly with gross weight.
Do I overlook something, maybe you or another expert can shed some light on this.
Thanks, Holger
P.S. Sorry fow limited picture quality, did not want to violate Hoppies picture upload recommendation.
I have a high res image if someone wants t have it...
(http://www.hoppie.nl/forum/var/EGLL27L_Landing2.jpg)
Hi Holger,
on your picture from left to right, the GW increases from left to right, and so does the speed; however, the AOA decreases, hence the drag decreases, requiring less thrust at the lower AOA and the same time more thrust due to the higher speed. These factors compensate each other, i.e. within a certain range, a higher speed does not only require more thrust, but also less thrust because of the lower drag by the AOA.
I don't think the N1 systems can be directly compared across different engine models; each system -- RR, PW, GE -- uses a different fan and turbine design, and different measuring methods.
Cheers,
|-|ardy
Hi Holger,
To make things clear, the numbers I noted are in level flight, no descent, 30 seconds after changing the weight on the instructor/service page to stabilize the engines,
And the N1 readings are taken from the RB 211 RR engines, not the
GE engines
Best wishes
Ivo
Hi Holger,
Thanks for the kind comments!
I always try to make my videos reflect what happens for real, and PSX mirrors "reality" extremely closely.
As Hardy says - there are a number of factors at work which can almost balance things out. For example I think you will be aware of the "forward lift vector" that means that an aircraft will glide further at heavy weight than at light weight - which doesn't seem to make sense but which nonetheless is a fact.
I am using a GE-powered 747 "big sim" several times a month and will try and get some empirical values for the N1 on approach at different weights and pass them on to Hardy - but I suspect that nothing much will need to be changed..
Cheers,
Peter
(PS I expect to start videos on non-normals quite soon - it has been a busy couple of months with WorldFlight).
Thanks to you all for the explanations! :)
Maybe another video wish: "Take-off, climb and level-off...".
Particularly the transitions between rotate, lift-off at 6s and reaching v2+10 after 9s...
I wonder whether flying a reasonable TO is worth an extra video.
And I would be suprised if I really meet these numbers during most of my take-offs.
And a while ago I manually flew TO with AT engaged, climbed stable, all fine, but when I wanted to level off I had real problems stabilizing the aircraft at the target altitude until I disconnected AT.
The Circuits videos explain many manual flying phases really well but levelling off with AT engaged does not seem to be trivial (for me)... Probably just another beginners error.
Regards, Holger
Hi Holger,
when the A/T is in SPD mode, you shouldn't fly manually -- unless you make just very subtle control inputs.
Your manual pitch movements will not only vary the vertical speed; it will also vary the airspeed (the higher the pitch, the lower the airspeed), and the SPD mode will try to counteract these airspeed variations: These counteractions in return will move the pitch even more, and the situation becomes unstable.
This is because the engines are mounted below the wing, below the lateral axis of the aircraft. Thrust increase or decrease causes the aircraft to rotate about this axis.
Thrust modulation is another kind of pitch control. So it also influences your transit from and to level flight.
You raise the nose, the airspeed drops, the SPD mode adds thrust, and this thrust increase raises the nose even more.
You lower the nose, the airspeed rises, the SPD mode reduces the thrust, and this thrust redcution lowers the nose even more.
Generally, when you fly manually, you should also control the thrust manually. When you change from climb or descent to level flight, or vice versa, the main thing is to change the thrust, and there is only little to do with the stick.
Example (PW engines):
Load: Basic 008 - Climbing above 10000 ft.situ
Disconnect the A/T and the A/P and F/D. You're in a stable climb. Now, to level off, reduce the thrust to circa 1.11 EPR. The nose will drop automatically. Now use the stick to hold a pitch of ca. 4°. You're in level flight. Use the stab trim to remove the stick pressure.
When trimmed and stable, start the descent by reducing the thrust to idle. The nose will drop automatically. Now use the stick to hold a pitch of ca. 1°. You're in a stable descent. There's not much to trim, if at all.
Now level off by adding thrust to circa 1.11 EPR. The nose will rise automatically. Use the stick to hold a pitch of ca. 4°. You're in level flight.
Now start a climb by setting CLB thrust. The nose will rise automatically. Use the stick to hold a pitch of ca. 8°. You're in a stable climb. Use the stab trim to remove the stick pressure.
Cheers,
|-|ardy
Good examples and analysis, Hardy.
QuoteAutothrottle use is recommended during takeoff and climb in either automatic or manual flight. During all other phases of flight, autothrottle use is recommended only when the autopilot is engaged.
FCT 747-400 at 1.34 (Oct. 31, 2008).
I usually hand-fly it to top-of-climb (or close to it) with the a/t engaged (THR REF||VNAV SPD) and then engage the a/p so I don't have to fight the pitch oscillation described above. When descending out of 10,000,' I like to click the a/t
and a/p off, unless we are doing a VNAV approach or a Cat II/III where the a/t is required.
I've seen a lot of guys, though, who use the a/t for
every hand-flown approach and then click it off around 100.' I presume this habit starts out with good intentions, in an environment that encourages use of all the automation that wasn't always there on the 747 classic and definitely wasn't there on the DC-8; but over time I think this causes pilots to pay less attention to airspeed on approach -- they just expect the a/t to keep them safe (like Asiana did in SFO).
I would add that use of autothrottles on a three-engine approach makes it twice as hard to fly due to the asymmetry and the pitch oscillation. Of course, on a two-engine approach, you won't have them anyway.
Although not directly connected to what's being discussed in the last posts of this thread, I did some experiments with PSX's accuracy on asymmetric thrust.
Using the SITU that starts at cruise, I started to shutdown #1, and applied the required rudder correction to coordinate and slightly bank towards #4, used rudder trim to compensate, stabilized, then repeated with #2, then #3.
As #3 was shot down I noticed that the amount of rudder ( trim ) compensation required was inferior to the scenario of two engines shot down on one side :-) . Restarting #3 required again to use some more rudder, and then rudder trim, to compensate adequately.
This looks great, and coherent.
The only thing that still surprises me, under these scenarios as well as under some approaches is how "poorly" the 744 bleed off speed on descents, even when spoilers are deployed to their max inflight position.
Using ATC, an external robot not the built in, I sometimes am brought to high to my FAF, and from there on it is really a pain to bleed of speed and altitude ... It is under this circumstances that I really miss the 744 not being my glider, where a good deal of sideslip can do miracles :-)
As a final note, PSX ( and I don't recall the same being modelled so "intensely" in PS1 ), revealed how pitching moments due to wider throttle variations really play an important role when hand flying an approach or a training circuit :-)
QuoteUsing ATC, an external robot not the built in, I sometimes am brought to high to my FAF, and from there on it is really a pain to bleed of speed and altitude ... It is under this circumstances that I really miss the 744 not being my glider, where a good deal of sideslip can do miracles :-)
You should never trust VNAV to make sure you are able to get down. Always have a VOR tuned on the field, in the FIX page, or use the ILS DME. Every 1,000' multiply 3 x your altitude. If you are at 300 knots on the descent, add another ten miles to that figure. Contnue to compare that figure with your actual distance from the runway as you pass every 1,000' on the descent.
If ATC keeps you high, then you need to speed intervene and start slowing in anticipation of them giving you lower. If you are high, but slow, you can trade the speed for altitude to get down. But if you are high and you haven't started slowing and/or configuring, it's going to be hard to get down once they give you lower. I think using speed brakes on the descent is basically an admission that the descent planning was screwed up, unless ATC intervened somewhere and caused you to be high.
I don't think side slipping would be a good idea in a 747, and FOR SURE not in an airbus!
Thx for your posts emery and 400 :)
Yes, the sideslip was just a glider pilot comment :-)
Regarding VNAV accuracy, I believe that I started learning about it's limitations long ago, but I had forggoten about it and when I bought PSX and started using it, again, I was surprised to find out that most of the time it used to get me to high, or too fast ...
The same applies to the PMDG 777 my other Boeing airliner sim.
IRL, I spent some good time travelling in the cockpits of not only, but mostly, Air Portugal flights, and noticed how very often they start their speed and alt intervention , including manually setting the V/S...
As a former user of Airbus add-ons for flight simulator, I was surprised during my first flights in the jumpseat on their real counterparts to observe the pilots setting the V/S of FPA manually soon after T/D, and specially during approach, as well as disengaging the A/T and A/P at the FAF.
It's probably been posted here before, but I think this Children of the Magenta video provides a good analysis of automation dependency.
https://www.youtube.com/watch?v=pN41LvuSz10
A magnificent presentation. Disproves the "dog and pilot" scenario.
Cheers
"Click Click, Click Click"
Superb !
Thx for sharing!
New video uploaded - available at the top of this post...
"Non-Normal Procedures 1 - EICAS". This is the first of 3 tutorials on generic Non-Normals.
Enjoy!
Peter
Excellent presentation, Peter. Thanks!
Jon D.
Hi Peter.
Any thoughts on how I create an 'Anti-Skid Fault' at say, 2000agl as a stand alone fault? I note the CB is outside the flight deck.
Kind Regards
Steve.
There are several possibilities to create an antiskid fault, but they will create other faults too. E.g. you could fail all three IRUs or all four DC busses, and that would fail all eight antiskid cards No. 9 to No. 16. This will trigger the message ANTISKID OFF (which inhibits the message ANTISKID).
Cheers,
|-|ardy
If there is serious interest, I might add an antiskid fault item on the Instructor's malfunction pages in the next PSX update.
|-|ardy
Thanks for the quick reply. It's an item in my next company check. It's a popular sim scenario failure as minima below CAT IIIA is not approved, auto brake system inoperative etc...and would require a G/A to check the Inflight Performance section of the QRH.
Personally (IMO) it would be a great addition to the Instructors malfunction page.
Thank you for the program, its very much appreciated every 6 months!
Regards
Steve.
Peter-
Many thanks, mate! For those of us who have ambled the hallowed halls of the 744 at an enforced distance ;) your presentations take all the knowledge gleaned from pouring over FCOMs, SOPs, FCTMs etc, and solidifies it into certainty. It's rather nice to finally "know" I've been doing it "right" as opposed to just meandering through carefully discerned rote. The subtleties and finer nuances of your layered explanations are absolutely icing on the cake.
From the colonies... Happy Thanksgiving :)
C
Thanks Peter, we're non-normal and proud of it w00t!
Really appreciate first the explanation then being able to actually watch you navigate around the EICAS notifications and CANC/RCL buttons like this Peter, as you trigger faults. Looking forward to the next episode on integrating EICAS with QRH sequences - cheers mate, brilliant.
uninhibited best wishes :)
Kabbers
Thanks guys, and best wishes!
Peter
Peter, regarding "32) Non-Normal (NN) Procedures 1 - EICAS
https://youtu.be/TH85aoHoKlA33)"
You say that Status Messages are inhibited after start until 30 minutes after takeoff. My manuals say that only the Status Cue is inhibited (includng the BA Maintenance Manual).
Is this a new option?
Thanks
Cheers
JHW
New video uploaded - Non-Normal 2 - the QRH.
Enjoy!
Peter
One more time: thanks a lot for your excellent videos!
I enjoy all of them and the way you are presenting! :D
BR Hans
Thank you, Hans!
Peter
Hi Britjet ;) Great video's, really very interesting tutorials.
Will be great to see your video about the North Atlantic Crossings .
Thank you so much for helping the PSX'ers to operate their Queens as it should be done.
B. Rgds
Michel
Hi Peter, cheers very much for the latest QRH training video. You're opening out new dimensions to PSX and the simulation experience, I really am grateful to you for sharing so much Peter, dear flight friend :)
I laughed out loud in recognition when you started out in the latest training, and advised that nobody panic when a failure arrives... : ) the urge to do something instantly, or hit the Pause button so I can try to work out for 20 minutes what to do (!) is humongous! (Nothing wrong with Pausing in my virtual flying experiences of course, but practising instead to deal with things in real time is my next goal.)
Ta Peter also for sharing the time to travel through each section of that QRH. It's a bit of a beast for the uninitiated like me, so having each section demystified and contextualised like you do, totally helps me build familiarity and a working relationship with the QRH.
I'm still sometimes having trouble deciphering some of the non-normal procedures. I'm guessing that's what more practising will bring... I think simply that there's some part of my psyche that would like to see a "well done, everything's fine now" message appearing on the EICAS or something at the end of a procedure, which is a nonsense of course... kinda strange feeling though wondering if the steps taken have done the job without some reassuring green light. It's not a game in that way of course.
Looking forward to the next lesson... cheers. Been enjoying going back and learning more from earlier lessons as well - I seem to learn more every time I watch every video,
cheeeeeers Peter!
with great 2016 wishes,
Kabbers X
Thanks Kabbers!
I will get the human factors video out soon - I promise!
Peter
Quote from: 744 on Tue, 24 Nov 2015 20:17
|-|ardy
Thanks for the quick reply. It's an item in my next company check. It's a popular sim scenario failure as minima below CAT IIIA is not approved, auto brake system inoperative etc...and would require a G/A to check the Inflight Performance section of the QRH.
Personally (IMO) it would be a great addition to the Instructors malfunction page.
Thank you for the program, its very much appreciated every 6 months!
Regards
Steve.
Antiskid faults can now be programmed on the malfunctions page in PSX 10.0.7-beta12:
http://aerowinx.com/board/index.php?topic=3388.0
(Item 0.7.0055.)
Regards,
|-|ardy
New video uploaded. Go to page 1 of this thread for the link.
"Non-Normal 3 - Human Factors"
I hope to have some specific multi-crew videos for you using Gary Oliver's incredible 747 sim in the near future
We are working on it!
Enjoy..
Peter
Peter-
Thanks, as ever. The advice to "sit on hands" is well taken, as all too often haste early on, makes waste. I learn something from every one of your videos, every time I re-watch them :).
Eagerly awaiting insight into Gary's sim and the multi-crew CRM videos. Please remember to focus on BACARS and PSXNET... if time allows....
Best- C
Thank you, Peter. Great addition. Looking forward to your videos using Gary's sim. Just please don't include Benny in them ;-).
Also, please don't forget to work on the "Oceanic Procedures" video when you get a chance!
cheers from MMMX!
-E
Many thanks Peter ! 😀
Excellent video, Peter! The ending reminded me of one of the videos they showed us back in the '90's when CRM was all the rage. https://vimeo.com/33088456
Jon D.
Thanks guys,
@Carl. BAACARS is still evolving so I think I will try and get Gary to run a specific video when he is happy with it. He keeps tinkering!
@Evaamo - to be honest I don't know now if the Oceanic video will happen. Procedures and datalink techniques change quite rapidly in this field and anything I produce would be superseded quickly, but I haven't forgotten. I am now 2 years out of date already!
In the meantime I have some other ideas for videos which might prove attractive. They are listed on page 1.
And where would we be without Benny?
Peter
I guess for those of us in places like Australia and New Zealand the Oceanic procedures would be a great addition to realism in using PSX for intercontinental flights. I am always flying to Singapore then UK or France from YSSY...
Thx Peter great tutorials....
AlexB
Peter,
Many thanks for these amazing videos, I'm learning a lot! Looking forward to the next lot of topics as you've mentioned. Are there plans to replicate some of this material in Gary's sim, much like the pre-flight vids?
Again many thanks for sharing your knowledge!
Cheers,
Felix.
Hello Peter,
I practice training according with your videos but I use PW engines. I noticed my EPR is always less than given in your videos for the RB211's (same weight, same flaps setting). My question is : is there an easy way to calculate the PW's EPR required for the same "effect" as the RB211 given EPR ?
Cheers,
Hi JP,
I can answer this question promptly :-)
There is no easy way.
It's like trying to translate Chinese language to Swahili by 100 lines of C++ code. No way.
Regards,
|-|ardy
Thanks Hardy. I'll adapt and modify Peter's EPR values according with my own PW settings.
Cheers,
Hi JP
I think that ought to work with out too much trouble.
Just a tip from what I understand from Peter's course of instruction - the key point is probably not having a complete EPR translation from one engine type to the other, but identifying the key points in flight for which you want to have what Peter terms "a datum" - e.g. the segments of the Circuits video - and recording what EPR gives the same result for your selected engine type. As noted in the videos you have to modify these somewhat for the particular set of parameters for any given flight anyway.
Note that as far as I can see after trying different engine types, the technique of using the FPV for visual landings works fine for any engine as long as approach/landing power is set correctly.
Cheers,
Torrence
JP,
For the Circuit videos you may want to read my replay (#204) in page 9. You may find it helpful.
Cheers,
Quote from: Avi on Tue, 1 Mar 2016 20:54
JP,
For the Circuit videos you may want to read my replay (#204) in page 9. You may find it helpful.
Cheers,
In my personal forum setting post #204 is on page 11 :-)
http://aerowinx.com/board/index.php?topic=2583.msg26951#msg26951
|-|
It looks like Gary will be making some major changes to his sim in the near future so we might put off the Non-normal videos for a while. We did a test run a couple of weeks ago but won't be publishing it.
In the meantime I am in the process of making one on another subject. It shouldn't be too long..
Peter
Quote from: torrence on Tue, 1 Mar 2016 19:33
Just a tip from what I understand from Peter's course of instruction - the key point is probably not having a complete EPR translation from one engine type to the other, but identifying the key points in flight for which you want to have what Peter terms "a datum" - e.g. the segments of the Circuits video - and recording what EPR gives the same result for your selected engine type. As noted in the videos you have to modify these somewhat for the particular set of parameters for any given flight anyway.
Hi Torrence,
This is exactly what I did and it works fine. I realize my last post may lead to misunderstanding.
Hi Avi,
Thanks a lot for the link. I get approximately the same values.
Cheers,
Peter-
I was hoping that you would consider a couple of requests (when your schedule permits)-
1) Now that the radar returns are being optimized, could we get a glimpse into the thought process behind "threading the needle"? How far from red, orange and yellow are advisable? How far off-course is generally permitted when "deviations for Wx" are authorized? What level of turbulence requires slowing to turbulence penetration speeds? How to use tilt (and even gain) for the optimal "picture"......Just the overall thought process when looking at the ND cluttering up.
2) While we still have areas of the world that fly metric, could you share the nuances of FMC programming, changing from KTS/FL to K/M... I am still muddy about this aspect....
Thanks for considering if and when these topics could be considered for future videos....
Best- C
Hi Carl.
Thanks for the requests.
On point 1 - The multi scan radar that is modelled in PSX is a much more advanced system than the one I used (apparently). It integrates several sweeps. As far as I can see the key to using this system correctly seems to be to 'let it do its own thing" in AUTO.
I recommend a read through the manual in the link that Hardy has provided.
To be honest I don't consider myself in a position to give advice on this. As you will know I try with my videos to reflect what actually happens in my experience - and fortunately PSX agrees! I am not sure that I can give guidance on the Multiscan system, however, as I have never used it in anger.
With regard to "margins" on Amber and Red - if you ask 10 aviators in a lift (or bar!) you will get 10 different answers, irrespective of what the manufacturers say! I remember being chided on a Line Check once out of a stormy Bangkok when the check pilot reminded me afterwards of the stated margins after I had "threaded the needle" successfully.
I remember replying something along the lines of "and exactly what would you have (word like flipping) done?'.
I could regail you with all sorts of tales about being 100nm off track over Africa, or being in an entirely different FIR that knew nothing about me over the Indian Ocean etc etc, but all pilots have these stories!
As long as ATC are happy most deviations are OK - China gets touchy as their airways are only 10km wide, and some Russian Airways can be problematic, but I have been 50nm off track over Russia as well.
With regard to level of turbulence, again it is a personal thing. Just bear in mind that turbulence speeds really relate to severe turbulence. Most crews would "intervene" the speed on the MCP during turbulence that is moderate or worse.
Typically .82 or 290-310kts...
The bottom line is NEVER go through a BIG RED BIT!
Peter
On point 2 - Metric is getting a lot easier these days now that the Russian Federation uses "normal" flight levels.
There is no magic conversion from ICAO to Metric levels. You need to use a table, and the "meters" switch on the EFIS.
Kts and MPS are easy - just double MPS and you have knots! Eg 5mps=10kts...
HTH
Peter
Thanks for the info Peter. Just out of curiosity what training vid are you currently working on?
Felix
Peter-
Quote from: Britjet on Tue, 8 Mar 2016 18:32
I could regail you with all sorts of tales about being 100nm off track over Africa, or being in an entirely different FIR that knew nothing about me over the Indian Ocean etc etc, but all pilots have these stories!
Oh... go on then.... :-) Ta!
C
Hi Felix
Airfield suitability for 744..landing and taking off - what you need to think about...
WARNING! This could seriously reduce your flightsim world! (Just for fun - I happily dive in anywhere!).
Peter
Looking forward to it!
Cheers,
Felix
Thanks, Peter, for all your hard work, especially the NIDA and NINDA approach videos. I think you're right, that this is the way of the future. To be freed from ground-based hardware, safely, would really be a great deal.
I have a question about 747-400 line ops. How often when cleared for an "ILS 30R" (or whatever) approach would you fly by LNAV and VNAV while monitoring the raw data, as opposed to flying in LOC and G/S?
Hi Will,
You would always fly what you were cleared for. The most important reason would be that sometimes the coded go-around is different.
Additionally, as you know, the VNAV glide slope could be higher or lower depending on temperature, and this could cause issues.
Also, the so-called "platform altitude", (where the glide slope descent starts), is effectively hard-wired with a glide slope. Not so for many VNAV approaches, so you could again be off the correct ILS profile.
Peter.
Thanks for your generosity in doing all this teaching, Peter. These topics are new to me.
When they say "Cleared for the ILS 27L approach" you would steer by LOC and G/S when using the flight director or autopilot. Correct?
If ATC clears you for a visual approach to a runway that doesn't have an ILS, how often would you set up an LNAV/VNAV visual approach? It sure seems convenient.
Another question, if you don't mind. I was looking for RNAV approaches, and I saw the RNAV (RNP) Z RWY 17L approach into Oklahoma City, plate here: https://www.globalair.com/dtpp/globalair_00301RRZ17L.PDF
That approach is in the FMC database (as RNZ17L), although only with the ATREC transition. Any idea why the transitions from the west (FLAPP), south (WWILL or PALMR), or east (HIPES) aren't in the database? The intersections certainly are, because you can easily build the transitions, including the constraints, by using the Legs page in the FMC. Coming in from the south at PALMR seems to illustrate the utility of an LNAV/VNAV supported approach: you can keep a steady descent, even as the ground track takes on interesting curves.
Are there any interesting RNAV approaches that you can recommend?
Will doesn't it have something to do with the FMS being able to fly RF legs? I believe it was mentioned in another thread but I don't think the 744 can fly RF legs. All the transitions except ATREC are RF required. I think you'd need a 777 or 737NG to fly them.
Having looked at things more closely, I agree with you, jtsjc1. I'm guessing now the RF traditions and their waypoints aren't included in the FMC because the 747 couldn't fly them anyway. Thanks for pointing that out.
Peter,
With regards to your next tutorial I wonder if you could cover en-route considerations such as flight over mountainous terrain/depressurisation drift-downs? Though, perhaps due to the 744 having 4 engines this may not be such a bother? Also, was the B744 able to fly polar routes?
Felix.
Hi Will
re cleared for ILS - in answer to your question - yes!
If cleared for a visual approach then by all means use any aids or indications that may be at your disposal.
A visual approach (particularly in the US) means that you are responsible for separation from others - so the best plan is to keep it simple and keep looking out!
Peter
Hi Felix,
I'll see if I can put that one in some time - it would probably come under a general heading of en-route considerations.
Cheers,
Peter
Great stuff Peter, thanks!
Felix,
Ref your question about polar routes. I never did it personally. I probably never got further than about 75 degrees - but the 747 is not prohibited from Polar operations,.
However the system reconfigures dramatically if you fly beyond 84 degrees. All sorts of weird things start happening with the each FMC position tying itself individual IRS positions etc.
Before all that happens the systems will automatically reference to True North, of course.
No doubt some operators do it...
HTH
Peter
Hi Peter
1st off I like to say great videos really helped me out. A questions about BA procedures. We're these procedure in your cold dark video before BA started following boeing SOP's?
Thanks again
Thanks for the kind comments.
Yes, they were based on the Boeing procedures. A couple of small changes have taken place since then but they are not significant.
Peter
To all,
I think it us time that I let you know that I don't expect to be producing more videos until the autumn.
Each video takes me a complete day or more to produce and I'm afraid I can't justify locking myself away in a darkened room as the summer progresses - there are too many domestic jobs demanding my attention!
I did have a video partly completed on diverting into alternate airports but I decided to shelve it as I realised that to make any use of it you needed to be using a scenery generator, which is not the heart of PSX. I do have some other ideas but I'm afraid they will have to wait.
If anyone would like to have a go at making a video themselves then please go ahead - I don't have the monopoly on this!
If it helps in the meantime, would releasing again my guidance notes and situs for last year's Simfestuk round-the-world flight appease?
Regards to all,
Peter
BOOO!
Just kidding, real life and the enjoyment of it always comes first! You´ve already given us so much insight into the handling and intricacies (sp?) of the B744. Enjoy summer and charge your batteries for, hopefully, more fascinating subjects to come. :) O7
Thank you for all the great videos, they have helped a lot with the steep learning curve of PSX.
Hi Peter,
A break is more than deserved.
Even though I did not finish watching all your videos (I am learning the Q400 using Airline2Sim at the moment), all those I watched were VERY interesting and you definitely know how to teach complex things in a simple way !
Your efforts are really appreciated, and I can only imagine the work they require.
Just wanted to let you know that your contributions to this forum (I mean apart from those videos) are also a golden mine of knowledge for guys like me. So really a huge thank you for all of that.
Charles
Thanks, guys!
Peter
Here is my "Route Guidance Manual" for last year's SimFestUK round-the-world charity flight.
It includes Situs for every sector which should be "ready-to-go".
I hope that you find them useful.
SimfestUK will be doing another 7-day round-the-world adventure this November, again in aid of charity.
https://www.dropbox.com/s/s9gok6yc0q1qo6i/WF%202015%20situ%20and%20RGM.zip?dl=0
Cheers all,
Peter
Thanks, Peter. Now go enjoy some sun and a well-earned break!
Peter-
Have one (or several) for me... see you when you're back from the sun! Just remember to tan evenly ;)
Best- C
Great continuing work, Peter
I'm now interested also in occasional questions related to the Tutorials and general best practices. When you can take a break from picking the umbrellas out of your drinks. Current one is: how to respond best to a TCAS alert on climb-out, cruise, descent, etc.
Best wishes
Torrence
Thanks a lot for sharing, Peter!
Enjoy your breake 8)
Cheers
Hans
It's been a while but..
New video uploaded. "Landing Runway Considerations".
I hope that you find it useful!
See page 1 of this thread for the link..
Peter
Hi Peter,
I find it very useful.
Thank you!
|-|ardy
Another great and very useful video, many thanks!
Jeroen
Great video, Peter. Thanks for posting. I was afraid that you might have given up on making more videos. Glad to see you haven't!
Jon D.
Did not yet have time to watch it, but really glad to see that season 2 is live !
On a personal note, if you or Jon are looking for a topic, I'd be particularly interested in how you deal with a diversion scenario in a professional way.
As always, many thanks for sharing your work with us.
Charles
Peter-
So glad to see another video from you. It is almost like having a Base Training Captain scheduling a session of ground school (and for you, like being mother at Tea no doubt). Still, we your little ducklings, follow gladly :)
It is an enormous privilege to learn the finer nuances of 744 ops- ta!
Best- C
Thank you Peter helpful knowledge as always. I like the production too.
Hello Peter,
thanks a lot, and great to see you back after your break! :D
Cheers
Hans
Thanks, guys!
Charles, I will look into a diversion video..
Peter
Thanks a lot Peter.
Just for information, here is the type of advice I'm looking for, that is difficult to find in any manual.
*First, the decision making process. How do you select your diversion airfield. Types of criteria that come into play.
Weather of course. Company related problems (is there some ground assistance, etc). How do you know the field is OK for your 747, like go around performance. Is it preselected by the company because you can't do all the maths in the flight deck ? Etc etc...
*Second, now that you decided to divert somewhere, how do you actually proceed there ? Especially some tips on how to deal with it in the FMC, use of secondary flight plan and so on.
This is just my personnal "gray areas" where I would have most to learn.
Anyway, thank you for considereing it.
Charles
Will do Charles..
Most diversions are a bit of a fire-fighting exercise anyway but I will put something together..
Peter
Thank you Peter for yet another great tutorial!
(Peter, it looks like you don't get my email replies to your emails. Could you please check your mailbox? I don't want you to think I wouldn't reply! Thanks :-))
Hi Hardy
I haven't had any emails from you in the last 2 weeks. Checked junk, spam etc.
I was wondering..
Will send you a test one now..
Peter
Hi Peter, I just replied to your test email.
|-|ardy
Hi Peter,
Have you changed the format of your videos, as I have been able to download all but the newest one using IDM. That way I can watch them when I am travelling, on my laptop which does not have data connectivity while I travel?
Cheers,
Alex B
Hi Alex,
No, the format hasn't changed as far as I know...same old same old...
Peter
Hmmm, maybe youtube has changed because I still get the download link with your earlier videos, just no this one....
Ah well, will keep trying.
Cheers,
Alex
Quick question for Britjet - could you elaborate on the FMC CRZ CG setting of 20%. I have struggled to find any information on how the CG changes in flight as fuel is burnt and nobody sets anything other than 20. I would have thought that initially one would subtract the fuel used to TOC and adjust this figure of 20% on the ground and then update it every so often in the cruise as fuel is burnt?
Hi Peter, another question for you if you have a moment.
On another thread, you wrote:
Quote
The famous exception to this is the THR switch, which no-one in their right mind touches at any time and which DOES make the wings fall off!
I know what happens when you push it, but what's the rationale? When is it intended to be used? Do people really use it? And why the toung-in-cheek warning about it?
Thanks!
Quote from: Will on Thu, 29 Dec 2016 23:12
Quote
The famous exception to this is the THR switch, which no-one in their right mind touches at any time and which DOES make the wings fall off!
I know what happens when you push it, but what's the rationale? When is it intended to be used? Do people really use it? And why the toung-in-cheek warning about it?
After watching Peter's videos, I know that
I don't know what the THR button does in all circumstances. It looks like it was programmed by a non-pilot computer type to cover all possible contingencies (or as an afterthought to plug other holes in the logic). Peter does cover circumstances where it might be marginally useful. So I take the 'Makes the wings fall off.' warning as a teaching tool :) - i.e. "if you don't really understand this button DON'T push it." And you probably would never
need
to use it anyway - go to FLCH/SPD and HDG basics if confused. I've used it in PSX a couple of times, mostly incorrectly, and it didn't make much difference.
Cheers,
Torrence
I'll push the bloody THR button when I want to and see what happens (final words on flight voice recorder - probably not)
T
I read an interesting article on this for the 777. http://www.flight.org/boeing-777-cruise-centre-of-gravity-cog
At least on the 777, it seems that it's not that important if you are not pushing up against your max cruise altitude. It sounds like some airlines just use a standard default value.
As for the THR switch, you use it if VNAV is inop for takeoff. When you want to accelerate at 1000' (NADP 2) you press FLCH. Then at your thrust reduction point (Flaps 5), you press THR and it will transition from TO thrust to CLB thrust. Or if it senses an engine failure, it will set CON in this situation. If you don't do this, and you keep climbing out, you will exceed the five-minute limit on the engines and then the wings will fall off for sure (along with all four engines).
Also, if you decide to operate without the A/P or F/D (I can't imagine why), you can still use the A/T, but you have to tell the system whether you want it to control the MCP-selected speed or reference thrust. On the DC-10 if you chose thurst and captured an altitude on the climbout, you had to go to speed mode immediately or you would exceed the barber pole. ALT CAP=SPEED MODE. There was no automatic switching. And we thought the DC-10 was cutting edge.
Maybe Peter can chime in here too.
Jon
As far as cruise CG goes - the CG varies quite a bit as Centre Wing fuel is used, and if you wanted to be really pedantic you could work this out with the table in the QRH as you went along, and update periodically, but realistically you would probably not bother with it unless you were desperate to squeeze another few hundred feet to your ceiling, which is not a good idea at high weights anyway.
A better technique is to wait until CWT fuel is used up and then enter the C of G at that point. It doesn't change much with wing tank usage and would give you slightly more accurate climb recommendation and ceiling predictions.
I'm sure a lot of operators don't bother, though.
Peter.
Hi,
First time user to this forum (any forum actually!) and I have to say.... Brilliant! Thanks for all the hard work with the training videos.
Any chance of a video for single FMC failure closely followed by a double FMC failure?
All the best for 2017
Regards
Abs
Welcome to the forum Abs,
It's a good suggestion and I will bear it in mind. Video production has been a little slow of late, but I will try and find time..
Peter
Quote from: Britjet on Sat, 31 Dec 2016 14:55
Welcome to the forum Abs,
It's a good suggestion and I will bear it in mind. Video production has been a little slow of late, but I will try and find time..
Peter
Still hoping to see that single FMC failure video you did in the sim, Peter (if you still have it). I think Hardy was going to make some changes to PSX, perhaps based on the video?
Jon
Thanks for the reminder Jon. I looked earlier but will try again.
Peter
Quote from: emerydc8 on Sat, 31 Dec 2016 19:43
I think Hardy was going to make some changes to PSX, perhaps based on the video?
I already made these changes two updates ago, based on that video. Further changes are not necessary.
|-|
P.S.:
Hi all,
to get a better overview, wouldn't it be better to start a new thread in the "Hangar 7" subforum for each new general subject, instead of squeezing everything into this single thread? (Unless a question is about a training video per se, of course.)
Did I miss a few updates since December 6?
QuoteJust to be clear: I won't remove the 30 sec delay for the MAP. I'll just remove the delay for the VTK flag and the active waypoint's ETA & DTG -- those will disappear immediately.
These 30 seconds refer to the volatile FMC memory (INIT REF stuff, i.e. POS REF, PERF etc.) and the volatile CDU memory (standby nav). The data will vanish after 30 seconds. (While the nonvolatile magnetic-bubble memory stores the databases and routes only).
http://aerowinx.com/board/index.php?topic=3422.msg41870#msg41870
The quoted stuff will be in 10.1.1.
The LNAV/VNAV yellow line stuff, based on that video, was already implemented in one of the last updates.
Thanks, Hardy. Happy New Year to you!
I am very late to this party, but nonetheless I would like to thank Peter for these most instructive videos. I particularly like his structured approach of teaching and his calm and laid-back narrative style!
Thanks godot!
Peter.
Hi Peter,
I'm just returning to PSX after a 2 year hiatus and am amazed to see how many more great videos you've added. Thank you so much.
In "getting back" I've joined The WWV Airline where I bumped into Brian C again. In his usual friendly and helpful way, he has been helping me with WWV.
In our email exchanges we've been talking about Kai Tak around the new PMDG 744 v3 and an adapted AIRAC I have which includes all the VHHX procedures. I was based in Hong Kong in the 80's and was a member of the HKAC on the other side of 13 opposite the terminal and tower. Maybe you visited?
Anyhow. Brian pointed me at your RW adaptation of the IGS 13 and he sent me the written instructions which I have not tried yet but will shortly. As he put it, transitioning from vlying the VisualPsx puppet.
In the 172 back then I was able to fly the IGS procedure but 95% of the time had to break off at Stonecutter's because flight in a single engine at the IGS altitudes was prohibited. I say 95% of the time because sometime early on a Sunday morning I was cleared to land but to maintain 1000 ft on the approach till passing RW.
Then on other occasions I was able to get the visual step down to 13 or the CC NDB let down, again maintaining 1000ft till over the airfield.
Enough of my indulgence. Often in the winter with good visibility, Tower would go to the visual to 13 with the IGS as an option on request. I once jump seated the visual in a CX Tristar from Manila.
So, probably a request of one but all the same I'll try. Is it possible for you to make a video of the 13 visual step down approach or the CC NDB direct. I have the charts and can email them to you. Maybe you did it for real? For CX it was a regular thing when available because it saved the whole CH GOLF IGS procedure.
Thanks and sorry to bother you. And again, thanks for all the great stuff.
By the way, that picture of you passing the checkerboard is full of memories, sitting on the roof of the club and watching the huge variation in height as flights passed in the turn. Indian Airlines always way high cutting the corner and some, no names, going so wide that they passed at full steam to make it to the runway. BA, UA, CX, SQ and QA were amongst those who were constently at about the same altitude passing our rooftop marker stick.
Kindest
Chris.
Hi Chris,
Many thanks for the post - some fascinating insights! - I'm not particularly familiar with the step-down or the direct procedure, but it would be interesting to see the charts, and if it looks suitable I will add it to my list.
Email P dot ward3 @ btinternet.com.
Thanks!
Peter.
Thanks Peter. Email sent.
Hi Peter,
In your VNAV climb video at 7:58 you close the speed window. What do you press to do that?
Thanks.2
Sorry but answered!
I must say these videos are brilliant. I used them to help me on my conversion course onto the 744, and although there are a few things which have been updated recently, pretty much all things here are an excellent introduction to BA SOPs and what's in the FCTM.
I met Peter coming out of the BA sim just before going into my final check several months ago now.
If there is anything I can add to these excellent tutorials, please let me know.
Adrian
Hi Adrian!
I remember our meeting! I'm flattered that you found the videos useful.
We have many occasions here on the forum where a current pilot can give some very useful insight or information on many of the technical questions that arise - sometimes at a level that would be beyond even a normal conversion course!
If we can pick your brains from time to time, as well as possibly the occasional pic to confirm something then that would be great. I can only do so much in the sim as you know.
Quite a lot has changed since I left, as you know, and any updates are always welcome!
Please get in touch - p DOT ward3 AT btinternet.com
Thanks again..
Peter
Hi Peter,
Email sent.
Thanks Adrian. I'm 90% of the way through a new video at the moment but have been very busy of late..
It's "Low Visibility Ops" - everyone's favourite!
Peter.
Peter,
I have just been practising some EFATOs following your guide. Regarding the rudder trim: say you deemed it safe to continue and once the aircraft was cleaned and climbing at the E/O speed, what sort of R.trim settings would you expect during the climb-out to cruise and also during cruise and descent? Would you leave it at ~7 units during the climb and only then adjust once power is changed. I'm guessing A/T is disconnected at the TOC? Outboard failure.
I suppose this scenario would most likely to apply to an engine failure during climb or cruise also.
F
Hi Felix.
The 7 units is just a guide - and a useful one to know if you want to set the rudder trim quickly after an outboard failure with a typical derated take-off thrust setting.The idea is to balance the aircraft, of course, using the PFD indicator. As you know the actual rudder deflection on the fin varies with airspeed, although the pedal deflection and the rudder trim applied remains the same, so once it is set you should be good to go until a subsequent thrust change, such as level off, or descent.
Of course the overriding requirement is to have the balance indication in your instrument scan and subsequently alter rudder and/or trim accordingly. Thus an engine failure will always increase handling workload for the flying pilot.
HTH
Peter.
Thanks very much Peter.
Felix
Hi Peter,
I've just been watching your tutorial on circuits (part 2) and unless I'm mistaken it looks like you have your scenery generator (fsx?) displaying into the windscreen layout in PSX. How did you do that?
BTW many thanks for your wonderful tutorials. :)
Mark
Hi Mark.
Thanks for the kind remarks. I don't have it installed into the windscreen actually - just a trick of the editing. There are options that will do that, though, I believe. Have a look through the forum and you should find a topic on it.
Peter
Thanks Brit!!
Hi Peter,
First of all, thanks so much for all your incredibly helpful training sessions!
I notice that you have mentioned in the past that you have upcoming time in the sims and will verify how the aircraft behaves/performs on the back of a forum question. I was assuming you were talking about the BA sims (apologies if I am wrong here) but I had a question for your if that was indeed the case. I am planning on doing 2 hours in a BA 747-400 sim as part of the Sim Experience they offer and wanted to make the best use of my time. Is it possible that you could provide your direct contact details and I could ask you a couple quick questions on how best to utilize my time?
Thanks in advance for your help. Regards,
n.
Hi n,
Thanks for the kind comments.
You are correct. It is the BA sims and I am one of the Sim Experience instructors - in fact the only one who has flown the 747, I think.
You can contact me on p dot ward3 at btinternet.com.
See if you can arrange a slot with me?
Peter
New video uploaded..
"Low Visibility Operations".
Please go to page 1 of this thread for the full listing...
I hope you find it informative..:-)
Peter
I'm finding that the current list of videos now consists of "Preflight 1" and "Preflight 2", when I click on the link you just provided.
If I go back to the first post on Page 1 of this thread, the links to all of your training videos are listed and work normally, including the Preflight videos from 2 years ago that I describe in the previous paragraph.
I am Subscribed to your videos through Youtube, if that is of any help.
I am using the Chrome browser, fully updated to the latest release. I don't have addons or extensions for Chrome other than a few ad blockers. I get the same result when using Internet Explorer as the web browser, and my installation of IE does not have any add-ons, extensions, plugins, etc.
I don't know enough about how Youtube works to be able to help. If you would like me to post some screen copies of the Youtube listings, just let me know.
Thanks Phil,
I'm not sure what happened there.
I have amended my post to direct folks to the original page.
Peter
Phil,
if you are referring to the YouTube list, then Peter only made two videos public. Other videos will not link in the suggested playlist on the right side. These are private.
Is that what you mean?
EDIT:
Peter, thanks again for once more excellent video! I have missed your production. :)
Cheers,
Thank you, Peter, for another very informative video. It's also interesting what you said about BA's round RA dial. I have always wondered how BA pilots set the RA minimum when the dial replaces the digits below 1000. -- OK, so they just don't change it in such a case. (If I were in the designer team I would suggest to have the EFIS redisplay the normal digits for 2 seconds whenever the "minimums" knob is turned.)
Regards,
|-|ardy
Peter-
Nice to have you back, ta!
Best- C
Quote from: andrej on Fri, 20 Oct 2017 18:50
Phil,
if you are referring to the YouTube list, then Peter only made two videos public. Other videos will not link in the suggested playlist on the right side. These are private.
Is that what you mean?
EDIT:
Peter, thanks again for once more excellent video! I have missed your production. :)
Cheers,
Thanks for your comments and reply.
My concern was that the *newest* video was not shown when using the new link initially provided today. Only the 2-year-old "Preflight 1" and "Preflight 2" videos were shown after the new link was clicked.
I believe that I understand the need to make these videos "non-public" and "unlisted", and this does not cause any issues for me.
Peter now continues to make all of his videos visible in one very convenient list (see page 1 of this thread) as we are familiar with. With Peter's established system, the newest video is always linked at the bottom of the list on Page 1. I personally find this system to be very easy to use.
My guess/suspicion is that there are bugs in Youtube's software, but I have no evidence to convert my guess into a theory.
----------------
Peter - thank you so much for these very informative and most interesting training videos. They are invaluable for the PSX community. We are deeply indebted to you for these training masterpieces!
Thanks, guys!
The golf clubs are back in the garage now for the Winter so I hope to produce more videos in due course..
Peter
I love winter...
It is now only 2 weeks to WorldFlight around the world in 7 days for charity and we are busy at Simfest preparing..
My job is to ensure that our team operates as safely and professionally as we can - but the route will throw up some challenges!
Here is one example that I have been "testing".
Flying a 747 into Paro in Bhutan was never going to be easy..
Enjoy...;-)
https://youtu.be/7LBNu_iaR88
Peter
Nice landing, Peter. Looks like the departure out of there would be equally difficult if you have any significant load, especially an E/O departure.
Jon
Nice one Peter. I had the pleasure of doing this one for real, admittedly as a passenger. Still very spectacular!.
Love your scenery.
Jeroen
Nicely done!
Niiice! Also proves that monasteries do have a place in the modern world... ???
Cheers,
Martin
Wow!
Tempts me to actually add that scenery to my recent P3Dv4.1 1 month test install ...
Thx for sharing Peter!
Here is a companion video for the other runway 33 at Paro CQPR, with some PSX overlay.
It is intended for the WorldFlight crews next month - not very professional but I hope you find it fun!
Peter
https://youtu.be/Wv913D0ryF4
I like the music.
That was a great video Peter thank you! Looks like you were going to do some tree trimming.
Great vid Peter. Not sure if you know but Blackbox711 the resident A320 Capt on Twitch used your profiles/legs on stream last night in the FS labs and it worked a treat! Having done LOWI myself I can't imagine what i'd find on the seat after an approach like that.
Which leads me onto how PSX models the weather in such conditions? The surrounding mountains create some funky winds in these parts of the world.
Hi Toga,
Thanks for the pointer - yes, he did use my profiles didn't he!
The whole FS community will be at it now!
Peter
New video uploaded - 37 : "Loss of Hydraulics"
Available in the first post on this thread.
I hope you find it useful..
Peter
Wow.. thanks, Peter, great detail... Learned a lot.
Regarding your comments at 17:30 in the video (Systems 1 & 4 affecting reversers).
I'd say it's related to the air-ground logic in the Proximity Switch Electronics Unit (PSEU). For many aircraft systems, main landing gear bogey un-tilt is used in the aircraft-on-ground logic. With no hydraulics on 1 and 4, landing gear bogey tilt is not assured (as tilting requires hydraulics). If hydraulics are not available, the PSEU is automatically commanded to use nose gear strut compression as the on-ground logic.
Cheers
JHW
Nice video, Peter -- as usual! On your shopping list at the end, did you mean to list the C A/P for system 1 loss?
Jon
Quote from: emerydc8 on Wed, 1 Nov 2017 08:58
Nice video, Peter -- as usual! On your shopping list at the end, did you mean to list the C A/P for system 1 loss?
Jon
Good spot, Jon! No I didn't! - it's nice to know someone is paying attention!
Peter
@ John Watson...
Ahh! Thanks. Of course!
Peter
Thanks Peter,
Clear and useful addition to the library !
QuoteWith no hydraulics on 1 and 4, landing gear bogey tilt is not assured (as tilting requires hydraulics). If hydraulics are not available, the PSEU is automatically commanded to use nose gear strut compression as the on-ground logic.
I did not know that was the reason for no reverse with hydraulics out on 1 & 4. Thanks, John.
Jon
I've updated the video wrt the above posts..Thanks!
Peter
Peter,
Regarding fuel jettison: Do all the fuel pump switches go on (inc center and stab pumps - something to do with over ride pumps?) How do you prevent a fuel imbal during jettison? Tanks 1 & 4 don't seem to empty whilst 2 & 4 do.
Thanks.
The OVRD/JETT pumps are switched on for all tanks which contain fuel. Fuel balancing is automatic while there is fuel in numbers 2 & 3 tanks, provided that you have armed the jettison system.
You won't see the fuel reduce in tanks 1 and 4 unless tanks 2 or 3 get down to 9 tonnes, when the transfer valves open draining fuel from the outboard tanks into the inboard tanks. At this stage you will probably get a fuel imbalance.
Peter
Any realistic situation where you would want to go that low anyway? I understood that you mostly dump fuel to get just below maximum landing weight. Probably you would dump more if you go gear-up landing or whatever bad, but not usually?
Hoppie
Not usually, Hoppie, no.
As you say a usual starting point would be MLW.
2-engines inop would be the most likely scenario for going below.
Peter.
In freighter operations, a 250,000 pound payload will get you close to the max ZFW (610,000). The max landing weight is 652,000; so, this would be a situation where dumping down to 40,000 might be required.
Hi Britjet
I sometimes do an approach and usually turn off AP and AT. If I do a go around when should I turn on the autothrottle and use FLCH to manage climb?
Thanks for all your knowledge you share with us.
Paul
Hi Paul,
If you go-around using the TOGA switches the autothrottle will engage anyway, and this should be your preferred method. Any time you press FLCH the autothrottle will also engage.
Further climb can be managed either with the method that I show in the Go-around video, (FLCH) or by engaging VNAV assuming that you have a suitable profile in the FMC.
Pressing VNAV or FLCH will enable you to manage the speed accordingly, with the speed window open.
The height at which you decide to start this acceleration phase will vary with airport (eg if high ground or a tight turn is needed) but will usually take place at 1000ft above airport level. You have to work this out for yourself!
Autopilot can be re-engaged any time above the 250ft agl limitation, but in practice you can engage it just above the ground if you feel lazy!
HTH
Peter
Britjet,
How do I PM you? It's regarding the BA sim.
Cheers,
Felix.
Hi Felix
p DOT ward3 @Btinternet.com
Cheers..
Peter
Hi Peter,
I have a question for you (off topic). Could you answer me via my e-mail?
Thank you
Sure..
Peter
Thank you Peter, but I am sorry I don't have your email so I suggest you to send me an email (you may click below my picture) and then I could reply!
Best regards
P (dot) ward3 (at) btinternet.com
Peter.
Copied , thank you
Quote from: Double-alpha on Mon, 18 Feb 2019 10:34
Copied , thank you
Double Alfa,
would like get in touch. Could you please send email?
discuscx [] g..ail [dot] com
Thx!
Hi Peter,
Am trying the first exercise - changing runways on approach.
I've been through your video and made notes. All is well until I try to select the new ILS approach in the FMS - I select ILS27R. The ND updates with the new information, but the NAV radios don't update - I still have the freq. for ILS27L in there.
I've been trying to figure it out but cannot get it to work. Probably something simple but I can't for the life of me get it. Here's what I do:
I'm at 2500ft, established on the localiser for 27L, on the G/S with 'APP' selected in the MCP.
Preset HDG to 300
Select DEP/ARR page
Gear down
ALT SEL up and out of the way to 3000
Both FDs off (PNF's is set automatically as per 'silent tasks' in Situation/Human/Pilot page)
AP disconnected (press A twice)
FDs back on (as per above, PNF's is set automatically)
AP reconnected (HDG HOLD and V/S annunciated)
Press HDG SEL
FMS - press L4 for ILS27R
Press EXEC once lit
At this point the ND updates to show ILS27R, but the freq. in the NAVRAD page is still on ILS27L. If I update it manually, all goes well -
Adjust V/S if nec.
Arm LOC once new ILS identified
Select landing flap
Speed to flap bug or approach ref + 5
Arm APP once LOC active
Reset ALT SEL to TOGA value
Checklist
I then proceed to the usual controlled crash.
But I can't get it to update to the new ILS freq. automatically.
I'll wager a large G&T I'm doing something daft but what am I missing?
Thanks,
Roger.
Hi Roger,
if your ILS has been manually tuned (check for "M" suffix) it won't autotune for the new selected approach. First return to the autotuning mode by deleting the manual entry with the DEL key.
Regards,
|-|ardy
Thanks Hardy - that did it! Took me a minute to figure I had to disengage APP and go back to HDG SEL and another pitch mode, but after that it went great - funny how one doesn't notice these small things, like a little 'M' after the entry in the NAVRAD page!
Just had a couple of go's at it - set myself up a situation on approach to EGLL. Took a few tries at that to get everything properly configured (still have to remember to advance the checklist to the appropriate phase1).
Great fun and very rewarding after a few practice tries to get the sequence of actions right and a successful outcome!
Thanks Peter and Hardy for the tutorial and the help :-)
Cheers,
Roger.
Hi Roger
Sorry - I've only just seen this - glad you figured it out - it's only an exercise in control of the automatics really - when all else fails just point it at the runway!
Cheers,
Peter
Heh! Thanks Peter - Yep, using the tutorial as intended getting myself more familiar with the electronics. Great stuff. Also useful for learning about situation files etc.
Thanks a million !! Great fun and super interesting!
Hi Peter,
Any plans to make these training videos public again?
Thanks,
Will
Hi Will,
Not particularly. I think they are still accessible via the links herein?
Peter
Hi Peter,
I 've just tried to take a look at your VDOs, no joy...
When I click the links, they say "Video unavailable. This video is private."
Maybe YouTube reset your preferences, Peter?
36 - 38 are still public.... maybe youtube change the category after a certain period of time.
Cheers,
AlexB
They changed the way the private category worked a couple of months ago. I was waiting to see if I was affected. It looks like I will have to change them to Public, but it might take a few days.
Thanks for the heads-ip.
Peter
Thanks, Peter. No rush. I discovered this when I went to refresh my memory about non-precision approaches using VNAV...
All training videos are now available again. I've returned them to "unlisted" status instead of "Public'.
I think I may need to watch some myself!
Peter
It works for me, thank you Peter
Hello everyone
quick question is any other link where I can see the training videos or any other source of training videos,
thank you very much for your help
my best regards
JC
Great video's! Any chance for a systems series :) ?
Thanks! Nice idea, but sorry - no.
Thanks for creating the series Peter, it's always nice to learn new things. You'll advance my simming career no doubt ;D
My pleasure..glad you like them..
Peter