New situ-files and short routes for download ?

[Horst]

http://s1.directupload.net/images/140914/7ook3mxb.png

Hi Will,
flying with open doors in 31 000 feet?

Before take off I did`nt check doors in your situ file ...
Is it possible ?
Also no chance to cloose these  doors via instructor page.

Normaly open doors are marked with yellow boxes ...
Where is my mistake?

regards
Horst


Solved !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
My mistake ! The answer came from Chris below.

[funkyhut]

Again, thanks John. I figured out the fuel load but never realised there was more than the TWA accident which contributed. And now this plane can burn my fingers! Clearly much to learn but so much fun in the process.

[funkyhut]

Hi Horst. Your doors are closed and armed. Remember the Captain telling the flight attendants - doors to automatic and after (?) landing, doors to manual? The A there means your doors are armed and set to automatic - I think.
The door opening and closing is under the Services tab on the Instructor panel, left side.

[Horst]

Thank you Chris !!!

(Learning every day ...) :mrgreen:

cheers
Horst

[mk777]

On a side but slightly related note, is FMC calculated N1/EPR target a function of the TAT / Sel Temp only or does it use one of the barometric altimeters to obtain pressure altitude?
Cheers
Matt

[Will]

jcomm, it sounds like you retracted the flaps on a normal schedule. As soon as the aircraft's speed gets to the next higher flap setting (and is accelerating), you can retract the flaps to that number. That would count as a normal takeoff procedure. In any event, cleaning the aircraft up quickly isn't one of the solutions... that only worked for you because you had the sped restriction entered. Keep trying though!

[JRBarrett]

My solution? Contact the virtual dispatcher and tell him, "Look, I know you want us to use a derated takeoff, but as Pilot in Command, I have the final authority, and it is my decision to use a higher power setting on this departure!"

[Will]

Haha. good answer! But remember that this derate isn't in any way unsafe. You've got all the power you need, even with CLB 2.

Here's another hint: when VNAV computes a flight profile, it prioritizes certain things over other things. To make this altitude restriction, you just have to get VNAV to prioritize things differently. There are at least three unique solutions, one of which has been mentioned before on this thread. Good luck!

[cagarini]

Ok, here I go again :-)

Don't know if this is valid but:

1) On the TAKEOFF REF page I set THR REDUCTION to 2800ft
( act. I used 3000ft )

2) Probably useless, but I also set the assumed temp to the OAT on the
THRUST LIM page :-)

It climbed like a rocket :-)

[Will]

Congratulations, jcomm, you have discovered another one of the solutions! (Meaning your idea #1 above, setting the thrust reduction height to 2800 feet.)

And yes it DOES climb like a rocket! This shows that the original "UNABLE NEXT ALT" had noting to do with aircraft limitations, and instead was just a result of the flight path that VNAV had computed. VNAV can compute alternative paths...

... and speaking of which, there is one more solution still floating out there to be discovered.

[Christian Adrigan]

http://www.hoppie.nl/forum/var/LOWIHESHRTT2X.situ

Innsbruck - Sharm el Sheikh, cleared for T/O Rwy 26.

Departure is SID RTT2X (take a look at the terrain while the aircraft performs that beautiful arc @ 165 kts in the Inn valley!), shortcut after WI005 to INN.

Oh, and your call sign is Swiss 001.

Have fun.

[cagarini]

Congratulations, jcomm, you have discovered another one of the solutions! (Meaning your idea #1 above, setting the thrust reduction height to 2800 feet.)

And yes it DOES climb like a rocket! This shows that the original "UNABLE NEXT ALT" had noting to do with aircraft limitations, and instead was just a result of the flight path that VNAV had computed. VNAV can compute alternative paths...

... and speaking of which, there is one more solution still floating out there to be discovered.

Will,

my next solution works, but I would prefer the previous...

Without touching any other "variable",

I set the FLAP/ACCEL HT to 20/2500

It might work as well with a lower height, but I didn't have the time to test it here at the coffee break, in my Laptop :-)  ---> Another unique characteristic of the most advanced b744 simulator available for a PC :-). It'll be my companion for long trips, holidays, etc...

[Horst]

Uhm .... I added a SPD RESTR 200/2800. It worked. Is that legal?

I tested it. Works fine Zapp ! Thank you. Also many thanks to Will and Christian for the new route -  Innsbruck - Sharm el Sheikh.

Hope, Hardy implants a special directory here in this forum to publish new routes ..., or on his webside
Would be very helpful for starters in FMC work ...
Horst

[Xavier]

Will,

Many thanks for the challenging departure situ. That's definitely an interesting way of learning things...
In addition to the already given FMC related answers, I actually used a fourth one, which let the airplane reach 2800 just at SENZY : perform a flaps 10° T/O ; not as efficient as the other methods though.

Please keep coming the training situ, that's really appreciated !

Xavier

[Hardy Heinlin]

Hope, Hardy implants a special directory here in this forum to publish new routes ..., or on his webside

There are many sample routes in PSX already. They are not stored in situ files. They are  stored in route files, and you need to load them in the FMC.

I will not offer a file host service. I'm sorry.


|-|

[Horst]

Oh ja natürlich !!!

I remember PS 1. There were also route files stored.


regards

[mk777]

Thats about all of the solutions isn't it?
I had Flaps 10
Changing Accel Alt / TRA
Manually entered speed in the climb page
speed / restriction in the Climb page
Increased V2
Even a standing T/O made it quite close (but I don't think that is really boeing practice)
Tried also moving the CG aft but I guess that without performance software the FMC calculated speeds are purely WAT speeds. So it didn't work.
Finally, ignoring the FD or just telling ATC that it ain't going to happen today are perfectly acceptable options for this but weren't obviously part of the game.
Anyone get any more and I would be really interested, its been a good discussion!!
Cheers
Matt

[Will]

Thanks, everyone, for taking on this challenge. The three solutions I was looking for were these:

1. Entering a speed restriction
2. Changing the ACCEL HT on the TAKEOFF REF to 2800 feet
3. Changing the THR REDUCTION height to 2800 feet

For maximal protection, you could combine both 2 and 3.

Solution 1 works by using a slower airspeed, which for a given thrust setting, will result in a steeper climb. The 200 kts that Zapp picked was a bit too fast in my opinion, meaning that the climb was still slower than it could have been -- but, hey, it worked.

Solution 2 works by keeping the aircraft at V2 + 10 until the crossing restriction at SENZY is made. This is functionally the same as Solution 1 above, except that it guarantees the best climb performance by keeping the climb speed as slow as possible.

Solution 3 works by delaying the transition from takeoff power to the derated CLB 2 until after the crossing restriction has been made. As you can see, this combines easily with solution 2 (above) for a double whammy of climb performance. (Combining the two is like the standard NDAP 1 noise abatement procedure: you get high as fast as you can, to reduce your noise footprint.)

The take-home message here is that VNAV prioritizes certain things, but you can tweak the system to get the kind of performance you need from the aircraft. A normal VNAV departure emphasizes an efficient transition to accelerated flight. But you can get it to emphasize the climb gradient using the techniques above.

[Horst]

OK - now you said short - this is short by the 747s range    - BAW157 London to Kuwait City? If you this I'll modify the situ slightly so you have known weather - esp for landing - and I'll add the star to it.

Carl
[/quote]


"Hi Carl,
thank you very much. It will also be fine for other forum members ...

I like to have rainy weahter at London and sunny to arrive at Kuwait."




Hi Carl,
comming home from hollidays I looked for the situ file you promised to make.
Need I glasses or was it just a joke?  :roll:
Horst

[CarlBB]

Hi Horst,
No glasses... no joke...  my saving of those situations however relating to that flight were not very well organised and I was not happy sharing those.

Let me see what I fly next and I'll share that....

Regards

Carl