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PMDG 777 MANUAL PDF

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PMDG Tutorial v1 (Japanese). PMDG Documentation (PDF - Japanese Version) Download Now PMDG BAe JS Operating Manual & Tutorial. This manual was compiled for use only with the PMDG LR/F simulation for Prepar3D™ In all circumstances the aircraft manuals issued by a certified training center for use pages (pages of the PDF). PMDGTutorial-1 - Free download as PDF File .pdf), Text File .txt) or read online for free. PMDGTutorial


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TUTORIAL# This manual was compiled for use only with the PMDG LR/F simulation for Microsoft Flight Simulator ™ X. The information contained . Chuck's Guides – P3D PMDG LR The Boeing is a long-range wide-body twin-engine jet airliner developed PDF Download. PMDG Boeing - what happens after purchase and before the first flight? PMDG configuration tutorial and introduction to the manuals.

If the 1s are being used, they will be used to send aircraft to any fix north of the dashed line, with Runway 30 used for any fix south of it. Since the wind is from the south today the 19s are in use, which means that Runway 30 is used for north departures SWANN is highlighted on the north side in the above image.

Generally, the tower controller will provide a heading of about after departure. This allows you to turn northbound, while also increasing the distance between you and arriving aircraft remember, the 19s are still in use here, so aircraft are southbound just north of you.

A heading of about is given through the gate, and then direct to the first fix as soon as practical. Thereafter, the maximum altitude youll get while talking to the controller on The max altitude thereafter depends on the controller you get handed to, and the description of the airspace becomes so complex at this point that Id prefer not to go into more detail.

The basics, though, are that your next altitude assignment will be somewhere between about and FL Thereafter, you get passed to Washington Center for the final climb. You can see this approximated in the departure photos that follow. I will also describe it in the narrative.

For this departure, set the altitude at your discretion. I suggest skipping the restriction and setting prior to departure for the purpose of this tutorial, as you will be rather task saturated on departure. Do not do this when on an online network. Wind at Runway 30, cleared for takeoff. Heading after departure. Cleared for takeoff, Precision heavy. NOTE: You may want to pre-select heading as you line up with the runway as a reminder. Engage the autopilot at your discretion to free your hands to switch to the departure frequency.

And I really admire the amount of work that someone put into this manual! This shows how well they are prepared. Do not worry — illustrations take a lot of space in this tutorial. If you decide to follow it — you will fly to Male and get the basic knowledge about FMC programming and autopilot operations.

Differences I noticed can be explained by the different equipment used in the airline from which the manual came from.

FCTM describes maneuvers and techniques used by Boeing crews. FCOM in contrast will focus on what to do and when to do it.

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FCOM covers procedures checklists and aircraft performance in volume one. QRH is a checklist collection that should help in solving any problems that may occur during flight. I know that three and half thousand pages sounds scary.

Especially when compared to an ordinary FSX add-on that has only 30 or 50 page manual. I will share my experience — I never considered it an obligatory reading. I am not trying to be the real world pilot and I do not have to acquire knowledge of each and every system, button and knob on this plane. Learning how to fly the is a process. In real world this process starts when a pilot learns to fly planes that are less complicated. In the safe environment of flight simulation we can jump into deep end — learning new things as we fly this plane.

Unless you are sure which runway you will be assigned. There are two schools of thought here. While you are waiting. This is a discretionary item — time-wise — though you should aim to have it on and ready minutes prior to departure.

The simulated images have been included this to give an idea of how CPDLC works and what it looks like. The PDC adds that we have been assigned Runway 30 this is planned — if a controller amends this.

PMDG Documentation

The pictured PDC confirms that we are cleared as filed. This is also somewhat evidenced by the FT of margin estimated remaining amount of runway at liftoff. END The numbers that are returned to us are as follows: LT The OBS A in the above line means that the limitation on performance is not actually the runway itself.

Note that this actually results in a 2 knot tailwind. Takeoff performance is more than calculating start-stop distance for the runway itself. This is realistically one of the many cases in which a departure runway that is not aligned such that you actually have a headwind. Do not use the CG double click shortcut while the plane is being fueled.

The CG will shift as fuel is added. Precision heavy. Precision heavy at C2 requests push for Runway Push straight back and taxi west on Echo. After the pushback. Start the engines during the pushback. As C2 is so close to a taxiway. Runway Yankee Altimeter Precision heavy on Echo short of Zulu for Runway Remember to set the departure frequency of Vectors are a tool used by controllers to provide an adjustable path to properly accommodate aircraft performance differences and other constraints.

Vectored departures can be difficult without direction from a human controller as was previously mentioned for runway selection as well. The problem. A heading of about is given through the gate. Since the wind is from the south today the 19s are in use.

While this is actually there to depict which departure frequency you use. If the 19s are being used. This allows you to turn northbound.

If the 1s are being used. As you climb above this traffic. I suggest skipping the restriction and setting prior to departure for the purpose of this tutorial.

PMDG-777-Tutorial-1

Wind at Do not do this when on an online network. The max altitude thereafter depends on the controller you get handed to. You can see this approximated in the departure photos that follow. For this departure.

Is it a review or a tutorial?

You may want to pre-select heading as you line up with the runway as a reminder. Cleared for takeoff. I will also describe it in the narrative. The basics. Passing through Once on a heading of When the selected heading line gets close to KGAI. Engage the autopilot at your discretion to free your hands to switch to the departure frequency. It is not necessary to wait until you are close to. One of the features that got added into SP1 was the wind request feature.

After pressing EXEC. In an effort to make the integration between the PMDG and external weather programs more seamless.

SOP guidance on this item from various operators differs. Go to the LEGS page. If you do not do this. As a matter of practice. After the data becomes available. If you did not have this selected prior to just now.

A NAT clearance will contain an assigned speed. If it were. In order for spacing to be timed aircraft must be operating at constant speeds. Adding to this. Step climbs may resume again when re-entering radar coverage closer to Europe. For this reason. Because of the sheer volume of traffic on the NATs. On the NATs. The east-odd. As much of the flow is primarily eastbound overnight and westbound during the day.

PMDG-777-Tutorial-1

Remember that planned is not always actual. By the time we reach the NATs another two hours from our current position. The contingency fuel of and extra fuel of easily accommodates this change. If it did not.

This figure is based on the whole flight. For this flight. We can reinforce our quick calculation by providing the plan to the FMC. PFPX provides this information just below the fuel numbers. This is still well above our minimum fuel numbers. After the constant speed and constant altitude segment was entered.

Add N Enjoy the last glimpse of sunlight for a few hours. In the sim. This number is called the Track Message Indicator TMI number and is similar in function to an ATIS letter in that it conveys to the controller that you have the current track information. Precision The procedure is actually pretty simple. In the past. If you only have one radio. CPDLC would be similar. Mach decimal In any case. Despite receiving a clearance on the ground to the destination airport.

Request Mach point Mach point Flight Level In order to cover it from the basics. The reference in the position report is the frequency being used HF 8.

To make the climb easier on the passengers and crew. Remember to periodically adjust the selected heading in the window to the current heading.

Estimating 52 North West at As the aircraft levels out at FL Since we are now established at a new altitude.There is also an option to have them bookmarked, I believe, and then you would essentially have a collapsible table of contents on the left hand side of the screen, at least in Acrobat reader.

After the data becomes available. Because this isnt convenient for some users however, weve introduced an option in SP1 to make them operate as free rotating knobs see the Intro manual for details. We can safely assume that those calculations have been done for this flight without going into it in depth.

You will need the maximum nm range setting to see it. NOTE: You may want to pre-select heading as you line up with the runway as a reminder. There are no saved flights included with this tutorial because we want to show you how to do it all from scratch.

But of course there are so many of them. Since the wind is from the south today the 19s are in use. You would normally only select a runway alone if you were doing a visual approach or otherwise not using one of the instrument approaches listed above them.

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