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Training videos

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Author Post
Member
Registered: Aug 2014
Posts: 375
Location: Camberley, UK
Thanks, guys. It's nice to know they're appreciated.
Peter.
Member
Registered: Jul 2009
Posts: 148
Location: Loomis California (near Sacramento)
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
Member
Registered: Nov 2011
Posts: 84
Location: New Jersey
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.
_______________
Joe
Member
Registered: Aug 2014
Posts: 375
Location: Camberley, UK
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
Member
Registered: Jul 2014
Posts: 67
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
Moderator
Registered: May 2009
Posts: 5140
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
Member
Registered: Aug 2014
Posts: 375
Location: Camberley, UK
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
Member
Registered: Aug 2014
Posts: 375
Location: Camberley, UK
New video uploaded.

How to use the Flight Path Vector (FPV)

Cheers,

Peter
Member
Registered: May 2011
Posts: 143
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?
Member
Registered: Aug 2014
Posts: 77
Britjet wrote
New 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
Member
Registered: May 2011
Posts: 64
Location: Dubai
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
Member
Registered: May 2011
Posts: 143
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.
Member
Registered: May 2011
Posts: 64
Location: Dubai
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
Member
Registered: Aug 2014
Posts: 375
Location: Camberley, UK
Member
Registered: May 2011
Posts: 143
Hi Britjet,

Britjet wrote
Second 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
Member
Registered: Aug 2014
Posts: 375
Location: Camberley, UK
Member
Registered: May 2011
Posts: 143
Britjet wrote
Shouldn'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!
« Last edit by IefCooreman on Sat, 14 Feb 2015 00:12:40 +0000. »
Member
Registered: Jul 2014
Posts: 67
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
Member
Registered: Aug 2014
Posts: 375
Location: Camberley, UK
Hi M,

Are you thinking of the comms panel(s) or the NAVRAD page?

Peter
Member
Registered: Jul 2014
Posts: 67
Britjet wrote
Are 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!
Member
Registered: Aug 2014
Posts: 375
Location: Camberley, UK
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
Member
Registered: May 2009
Posts: 142
Location: Zagreb
Just watched all videos, thank you Peter! Waiting for more :-)

best regards

vito
Member
Registered: Dec 2011
Posts: 497
Location: Portugal
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 :-(
_______________
Jose Monteiro
« Last edit by jcomm on Sun, 15 Feb 2015 21:09:29 +0000. »
Member
Registered: Aug 2014
Posts: 375
Location: Camberley, UK
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
Member
Registered: Dec 2011
Posts: 497
Location: Portugal
Thx Peter!

Looking fwd for that video, and any video in your series :-)
_______________
Jose Monteiro

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