IFly 744 Tutorial

Flight Tutorial

For The

iFly Jets: The 747-400

Version 1.0

November 2014 http://www.iflysimsoft.com/

Contents

Introduction 3

Preparation 4

Instrument Panels 16

Electrical Power Up Supplementary Procedure 22

Preliminary Preflight Procedure 25

CDU Preflight Procedure 26

Preflight Procedure 34

Before Start Procedure 42

Pushback Procedure 44

Engine Start Procedure 45

Before Taxi Procedure 46

Before Takeoff Procedure 48

Takeoff Procedure 49

Climb Procedure 53

Cruise Procedure 60

Descent Procedure 67

Approach and Landing Procedure 75

After Landing Procedure 81

Shutdown Procedure 82

Secure Procedure 84

The iFly Developer Team 3

Introduction

This flight tutorial is only for the iFly Jets: The 747-400. The purpose of the tutorial is to help users familiarize themselves with the iFly Jets: The 747-400 aircraft simulation by leading them through the steps required to simulate a scheduled airline flight. The separate Aircraft Operating Manual (AOM) covers all onboard systems in great detail and should be studied to gain a complete understanding of the simulation. This tutorial is suitable for those who can already successfully operate the default aircraft provided by Microsoft Flight Simulator, but are unfamiliar with complex simulations. Even if you are a Flight Simulator veteran, it is recommended that you take the time to read through this tutorial as the iFly simulation closely models the real Boeing 747-400. Basic aviation knowledge is presumed.

Users should read through this tutorial prior to flight and keep it close at hand during the flight. Never hesitate to pause Flight Simulator in order to understand the procedures described in this tutorial.

After completing this tutorial and studying the AOM, users should be able to operate all systems of the iFly Jets: The 747-400 much like the real aircraft is operated.

THIS TUTORIAL IS ONLY FOR THE IFLY JETS: THE 747-400, AN ADD-ON FOR MICROSOFT FLIGHT SIMULATOR. IT IS STRICTLY FORBIDDEN TO APPLY ANY INSTRUCTIONS CONTAINED IN THIS TUTORIAL TO ANY SITUATION WHICH INVOLVES REAL AVIATION.

The flight used as the example in this tutorial is from London Heathrow Airport (EGLL) to San Francisco International Airport (KSFO). The situation starts with a cold and dark cockpit. All screenshots are from the FS9 version of the aircraft.

The tutorial consists of aircraft set up, flight plan and the take off, climb, cruise, descent, approach and landing phases of a simulated airline flight. Many aspects of the separate AOM are not part of the tutorial. However, the information may be applied in any simulated flight.

The following sceneries are used for this tutorial:

London Heathrow: Aerosoft

San Francisco International: Fly Tampa

Freeware files for both airports may be available from various community websites and there are several commercial sceneries which could increase your enjoyment of the simulation. Special thanks to Steve Hall for serving as check pilot and freely contributing his professional expertise, which kept this tutorial on course. Thanks to the entire iFly 747-400 Team for reviewing this document. Note: The screenshots in this tutorial were gathered over several months and show software under test. There may be slight differences between the tutorial screenshots and what you see during your tutorial flight. These differences are not significant.

REMAINDER OF PAGE BLANK


Preparation In order to verify that the status of Flight Simulator is the same as its status in this tutorial, some configuration by you is necessary. Prior to running FS, you must configure the aircraft’s weight and other parameters.

Weight and Fuel Configuration

Run the Configuration Tool, located in your iFly Jets – The 747-400 folder on your start menu or use the default shortcut on the Desktop. NOTE: THE CONFIGURATION TOOL MUST RUN AND NEW SETTINGS SAVED WHEN FLIGHT SIMULATOR IS NOT RUNNING. THE CONFIGURATION TOOL MUST BE RUN BEFORE LOADING ANY OF THE IFLY MODELS.

The Configuration Tool utility is used to change multiple items involved in aircraft setup. For this tutorial, the default weights must be changed. Start the Configuration Tool for the 747-400 and, as shown below:

- this tutorial uses a 3 Class – 416 seats configuration - set the forward cargo to 84%, and the aft cargo compartment to 0% - set 382 passengers - click “Update” to record the new data in the aircraft configuration file (aircraft.cfg).

NOTE: All iFly 747 models MUST be configured with this tool. Do not use third party tools for configuration.

See the next page for the aft part of the passenger cabin.


Do not forget to click “Update” after entering the passenger and cargo load.

Fuel Configuration page:

Enter 129,514 kgs in the “Set desired total fuel” field. The Configuration Tool will automatically distribute the fuel load among the tanks as required by the fuel logic.


Do not forget to click “Update” after entering the fuel load.

Before going to the cockpit, the aircraft must be configured for the tutorial. The styles used in this tutorial are shown in the screenshots which follow and are set using the Configuration Tool.

For this tutorial, select the 747-400 with GE engines at the iFly Configuration Tool “My Fleet” tab. Select either “Normal screen” or “Wide screen” according to your monitor:

Then click Edit and you will see:


Click “Next” and set all options as shown below.

NOTE: Special attention should be paid in order to ensure that metric units are employed when using this tutorial.

Then click each Tab in turn and set the styles.


Click “DONE” then “OK” then “CLOSE” and the aircraft will be configured.

Styles may also be set from the FS menu bar. Choose “iFly”→“iFly Jets: The 747-400”→“Styles”. Set the “Unit” to “Metric System” and the remainder of the styles as shown above.

If the metric unit is not selected the input of data when configuring the CDU will trigger errors.


Configure FS and then Select the iFly 747-400

Now start Flight Simulator with the default flight with the engine running and go to the Settings - International page and set “Metric (altimeter in feet)” as Units of measure:

International, Unit of Measure, MUST be set to “Metric (altimeter in feet)” for this tutorial. NOTE: FSX users need to select “Hybrid (feet, milibars)” on the SETTINGS – GENERAL page. Next select “Create A Flight” then click “Change Location”. Then on the “Go To Airport” page, set London Heathrow (EGLL) as the location and Gate 340 as the position. If you are using default FS2004 scenery, select any Heavy gate.



Then click “OK” to go back to the Create a Flight page then click “Select Aircraft”. Select iFly Developer Team as the Aircraft manufacturer and the iFly 747-400 GE with the monitor you are using as the Aircraft model. Normal screen is suitable for 1280x1024 or similar displays, and Wide screen is for 1680x1050 or similar displays.


Click “OK” and you will back to the Create A Flight page. Then click Selected Weather and on the WEATHER tab select Clear Skies as the Weather theme. This will clear the weather and set the atmospheric pressure to 1013Hpa/29.92mb.

Click “OK” and you will be back to the Create A Flight page.


Click “Fly Now” and you are at the gate with a Cold and Dark aircraft:

NOTE: The tutorial flight is 4,779NM, a trip which takes around ten hours at normal FS speed. You may want to depart EGLL at about 1300 hours local time in order to arrive at KSFO while it is still daylight on the West coast of the U.S.



Instrument Panels

Now is the time to become familiar with our “office”, the 747-400 flight deck. For easier explanation, each panel is identified and that information will be used during explanations in later sections of this tutorial.

Each of the 2D panels may be selected using the Panel Selector positioned at the upper left corner of the monitor.

NOTE: The OVERHEAD MAINTENANCE Panel (iFly AFT OVHD) is not shown above, but is included in the close up panel screenshots which follow.

CONTROL STAND

AFT ASILE STAND

FORWARD AISLE STAND

GLARESHIELD

OVERHEAD

RIGHT FORWARD LEFT FORWARD

CENTER FORWARD


OVERHEAD PANEL (iFly FWD OVHD)

OVERHEAD MAINTENANCE PANEL (iFly AFT OVHD)

LEFT CENTER RIGHT


LEFT FORWARD INSTRUMENT PANEL

RIGHT FORWARD INSTRUMENT PANEL



CENTER INSTRUMENT PANEL

GLARESHIELD PANEL

MODE CONTROL PANEL (MCP)

THROTTLE PANEL

Captain

First Officer


FORWARD AISLE STAND (iFly THR)

CONTROL STAND (iFLY THR)



AFT AISLE STAND (iFly AFT ELEC)



Electrical Power Up Supplementary Procedure

There is no electrical power supplied to the cockpit, so the first thing we need to do is get the power on.

Now the cockpit has electric power supplied by the batteries only. Needless to say, the batteries can support the system only for a short time. Before connecting to any exterior power or APU power, we should check the status of the hydraulic system, windshield wipers, flaps and the landing gear, making sure that all controls and switches are in the correct position. Now close the FWD OVHD panel using the Panel Selector and then select the main panel.

1. Using the Panel Selector, open the FWD OVHD panel. Check the battery switch: Click the switch to open the guard and verify that the switch is “ON”. The guard will close automatically after 2 seconds.

2. Check the STANDBY POWER switch, and verify that it

is positioned at “AUTO”.

3. Verify that the ALTERNATE FLAPS selector on the Center Instrument Panel is OFF.

4. Now back to the FWD OVHD panel. In the lower part of the Center FWD OVHD panel, check that two windshield wiper selectors are both positioned “OFF”.

5. On the Left FWD OVHD panel check the hydraulic

DEMAND pump selectors to verify they are off.

6. Now close the FWD OVHD panel and come back to the main panel. On the Center Instrument panel check the landing gear lever and verify that it is positioned at “DN”.

7. Verify that the green DOWN indicator is displayed on

the upper EICAS. The green indicator means that the landing gear is down and locked. If the landing gear is not down and locked, or is in disagreement with the landing gear lever’s position, a red indicator will illuminate.

LEFT FWD OVHD PANEL

LEFT FWD OVHD PANEL


Now we have finished the checks before applying external or APU power. Either can provide sufficient electric power to the aircraft. In order to explain how to apply these two electric power sources, we will first connect external power, then APU power, and then disconnect external power.

Connecting external power:

We have now successfully connected external power to the aircraft. Next we will start the APU. It is OK to have only the exterior power supply connected and carry out the procedures explained later in this tutorial without starting the APU. However, in order to explain in detail the functionality of every device, we will start APU. If you do not want to start APU, the following steps can be skipped and you can go directly to the Preliminary Preflight Procedure section.

8. In FS, no ground crew will bring power to the aircraft, so we can only simulate this process. First, verify that the aircraft is not moving in the parking area. Open the THR panel using the Panel Selector and confirm that the Park Brake lever is pulled up. Then close the throttle panel.

9. Then in the FS dropdown menu→“iFly”→“iFly Jets: The 747-400”→“Ground Support”→“Ground Power”, click “Connect”. This simulates the process when the ground crew inserts the power supply into the external power socket of the aircraft. Note that the “Ground Support” option will only be available when the aircraft is on the ground with throttles closed, stationary and the Park Brake is on. Otherwise this option is grey and unavailable.

10. Now take a look at the Left FWD OVHD panel. EXT PWR 1 and 2 AVAIL are illuminated, indicating power is connected and its capacity meets the electrical requirements of the aircraft. Now check that BUS TIE switches are set to AUTO.

11. Next press EXT PWR switches 1 and 2 and confirm that

“ON” is displayed for each switch. Ground power is now connected to the AC transfer buses.

12. Before starting the APU, confirm that “TR” is selected with

the APU Start Source switch on the AFT OVHD Panel

13. Now, on the Left FWD OVHD Panel, turn the APU selector to START. The switch will automatically position to “ON”.


All following procedures assume completion of the Electrical Power Up Supplementary Procedure.


14. When the APU is running, the APU generator 1 and APU generator 2 AVAIL lights on the Left FWD OVDH panel will illuminate. Confirm that the BUS TIE switches are in AUTO.

This completes the Electrical Power Up Supplementary Procedure.

15. Press the APU GEN 1 and APU GEN 2 switches and “ON” will illuminate. Now the APU is supplying electrical power to the aircraft.

16. External power and the APU generators are now connected, but this does not mean that both power sources are providing electrical power simultaneously. The power source which is connected last (in this case, the APU generators) is the one that will provide electricity to the aircraft. Since the APU is now providing electrical power to the aircraft, we need to ask the ground crew to remove the external power cable. Contact the ground crew as in step 9 above, and choose “Disconnect”.


Preliminary Preflight Procedure

1. It is recommended that a full IRS alignment, which takes about ten minutes, be performed before each flight. If you do not wish to have a realistic alignment time, you can go to FS menu -> “iFly”→“iFly Jets: The 747-400”→“Styles”→“IRS alignment”, and choose “Fast Alignment Time” to reduce the alignment time to about two minutes and 30 seconds (used in this Tutorial). You may also choose “Instant” alignment time. To align the IRS, rotate the three IRS mode selector switches to “OFF” for 10 seconds then to back to “NAV”, thus starting the IRS alignment process.

The aircraft initial position must be entered to complete the alignment. This done on the CDU POS INIT page. When the alignment is complete, the PFDs and NDs located on the Main Instrument Panel will “come alive” and display data. See paragraph 2 of the CDU Preflight Procedure below for details.

2. Open the Lower EICAS and click STATUS. Verify that only expected messages are shown and that oxygen pressure, hydraulic quantity and engine oil quantity are sufficient for flight.

Next click ENG and verify that engine oil quantity is sufficient for flight. Close the Lower EICAS.

3. If a crew change or maintenance action is involved:

A. Check that Guards are closed on the AFT OVHD PANEL and, with the exception of the split system break OPEN light, all other lights are off.

B. Confirm that the APU START SOURCE switch is in the TR position.

C. Set the LOWER LOBE CARGO CONDITIONED AIR FLOW RATE SELECTOR as needed. Note that while the selector may be rotated, this system is not modeled.

LEFT FWD OVHD

D. Now close the AFT OVDH panel and then look at the Upper EICAS. Confirm that the Park Brake remains engaged.

AFT OVHD PANEL

LOWER EICAS STATUS

LOWER EICAS ENG


CDU Preflight Procedure After the Preliminary Preflight Procedure is completed, the CDU Preflight Procedure can be started. We must finish some CDU operations, such as checking the IDENT data and entering the performance and navigation data. For easier explanation, we will give a number to each LSK (Line Select Key), as shown in the figure below.

1. Using the Panel Selector, open the CAPT CDU and, on the INIT/REF INDEX CDU page, click IDENT to check data such as the aircraft type. Of course, this step is not so important for a FS pilot, so if you are short of time you may skip this step and go to step 2. If the page popping up is not the IDENT page, then press “6L” to access the INDEX page, then press “1L” to arrive at the IDENT page. On this page we should check if the aircraft type, engine model and navigation database are correct.

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

2. Then press “6R” on the IDENT page to access the POS INIT page. The POS INIT page can also be accessed from the CDU INDEX page. If you have correctly initiated IRS alignment during the Preliminary Preflight Procedure, you should see a series of box prompts at “5R”. Enter the current position of the aircraft here to complete IRS alignment: Click “1R” to transfer the last position stored by the FMC to the scratchpad and then click “5R” to enter the position for the IRS to use.

Now look at “2L”. If we enter the airport ICAO code here the position of the reference airport will be displayed in “2R”. Similarly, we can also transfer the position to the scratchpad, and then enter it for the IRS system. This may not be the same as the current aircraft position.

You can also enter the current position into the scratchpad manually. Press SHIFT+Z and the current position of the aircraft will be displayed on the upper left corner of the screen. The position must be entered accurately with the CDU keypad. Also, the GPS position from the CDU POS INT Page 2/3 can be copied to the CDU scratchpad then entered on page 1.

Also check “4L” for correct time display.


You may ask, “How can I find a route?” There are many software flight planners and websites capable of searching for routes, for example see www.rfinder.asalink.net/free/ and for a full flight plan package see http://www.simbrief.com/home/.

The route used in this tutorial is as follows:

EGLL WOBU3F WOBUN DCT WELIN UT420 TNT UN57 POL UN601 STN UN610 RATSU DCT 65N020W DCT 67N030W DCT 69N040W DCT 70N050W DCT 70N060W DCT ADSAM NCAA 100A LAT1 YBE DCT YZU J527 YNY DCT TWISP DCT RBL GOLDN6 KSFO

NOTE: OVER TIME RUNWAY DESIGNATIONS AND PROCEDURE NAMES WILL CHANGE DUE TO SHIFTNG OF EARTH’S MAGNETIC POLE. NONETHELESS, THE CONCEPTS IN THIS TUTORIAL REMAIN VALID. USERS MAY WISH TO FLY THE TUTORIAL WITH CURRENT RUNWAY DESIGNATORS AND PROCEDURE NAMES.


3. Press “6R” on the POS INIT page to access the RTE page. Now it is time to enter the route data. The tutorial route, EGLL to KSFO, installs with this document, as do applicable charts. A saved route can be entered in “3R”. The route used in this tutorial was saved as “EGLLKSFO”, so enter EGLLKSFO in the scratchpad and press “3R” to complete the process of entering the route. Then press “6R” to activate the route. The white light above the “EXEC” button of the CDU will illuminate, and then press the “EXEC” button to execute the route. Now skip to No. 6 below, or continue reading for a discussion of manual route entry.

A route may also be entered waypoint by waypoint. For example, first enter “EGLL” into “1L” then “KSFO” into “1R”. If desired, enter the flight number at “2R”. The maximum length of a flight number is 8 characters.

Press “NEXT PAGE” to go to the second page of RTE, where waypoints on the route are entered. Each line represents a segment of the route.

As the departure airport is already entered in the CDU, the first waypoint on the route is entered at “1R”, as shown at the right. After the first waypoint is entered in “1R”, a dotted line will appear in “2L” Enter the airway departing the first waypoint here, or if your flight plan is direct between waypoints (no airways) leave “2L” blank and the CDU will automatically consider the route to be direct (DCT) to the next waypoint which you will enter in “2R”. The route can also be entered on the LEGS page. This method is time consuming, and does take more effort for longer routes.


4. Before entering a waypoint, we need to introduce the Select Desired Waypoint page. When the name of an entered waypoint is not unique in the navigation database, the Select Desired WPT page will automatically display. Choose the waypoint by pressing its left corresponding LSK. On this page, the waypoints with the same names will be sorted according to their distance from the current location of the aircraft or from a waypoint along the route, to which special attention should be paid. Normally, you will select the first waypoint on the list.

5. Continuing the example of manual route entry, the starting point of a route is the waypoint on the right side of the current line, the name of a route between waypoints is on the left side of the current line, and the last point of the route is on the right side of the current line. In our example, ignoring SID/STAR, which will be selected later, the first waypoint is WOBUN, so we input it “1R”, and then input the second waypoint, WELIN at “2R”, then airway UT420 at “3L” and the next waypoint, TNT, on “3R”.

As seen in the complete route above, there are latitude and longitude coordinates which need to be entered in the CDU. These are called pilot defined waypoints and display in a seven-character format. They are entered in the CDU with no space or slash between the latitude and longitude entries and leading zeroes must be entered. All digits and decimal points (to 1/10 minute) must be entered unless the latitude and longitude are full degrees.

Examples:

- 65N020W is entered as N65W020 - N47º 15.4’ W008º 3.4’ is entered as

N4715.4W00803.4 and displays as N47W008.

At the right, N67W030 is in the scratchpad ready to be entered in the route by clicking “3R”. Note this example in on the third RTE page.

Continue this process until the entire flight plan is entered in the CDU.

When the route is entered press “6R” to activate it. The white light above the CDU “EXEC” button illuminates. Then press the “EXEC” button to execute the route.



6. Now it’s time to choose the departure procedure at EGLL. Press the CDU “DEP/ARR” button to display the DEP/ARR INDEX page. If the EGLL DEPARTURES page does not display, press “6L” to access the DEP/ARR INDEX page. Then press “1L” to access the EGLL DEPARTURES procedures page. In this tutorial, 27R is the active takeoff runway, and we use the WOBU3F departure procedure. If necessary, use “PREV PAGE” and “NEXT PAGE” buttons to find the 27R runway on the right side of the screen.

Press the LSK corresponding to the 27R runway to select it. <SEL> means that the item is selected. After selecting the runway, only the Standard Instrument Departure (SID) procedures that are associated with the 27R runway will be displayed on the left side of the screen.

If necessary, use “PREV PAGE” and “NEXT PAGE” buttons to find the WOBU3F departure procedure on the left side of the screen. Press the LSK to select the procedure. There is no transition.

Now press the “EXEC” button to execute the departure procedure.

NOTE: While unlikely at this point, if the CDU LEGS page displays boxes and “--ROUTE DISCONTINUITY-”, as shown on the right, see page 64 for discussion of the procedure to clear the DISCONTINUITY. Do not proceed until this is accomplished.


7. We will enter the KSFO arrival procedure and runway later while in flight. Flight crews are seldom certain of this information until close to starting the descent and the arrival runway is known.


8. With route entry complete for now, we need to enter the performance data, which, if missing, will result in the FMC being unable to calculate required data. Press the CDU INT REF button. If the PERF INIT page does not display, press “6L” to access the INDEX page, then “3L” to access the PERF INIT page. All box prompts here must be filled in. Dashes are optional data. “1L” is the gross weight of the aircraft; “2L”, fuel weight; and “3L”, unfueled, or zero fuel, weight of the aircraft. In other words, 1L = 2L + 3L. Click “3L” and the system will calculate the ZFW and GR WT. Please confirm the weight unit again. In the FS menu bar choose iFly Styles and set the “Unit” to “Metric System”. The FUEL data at “2L” is automatically obtained by sensors.

10. Next, data on the right side of the CDU is entered. Enter the cruise altitude for the route at “1R” as feet or flight level. In our example, 30000 feet is the initial cruise altitude, so we can enter either 30000 or 300 in the scratchpad then press “1R” to enter it into the CDU. “EXECUTE” the cruise altitude entry.

Note “5R”, STEP SIZE. The ICAO 4000ft STEP SIZE is used for this tutorial. Generally, STEP SIZE is 2000ft in RVSM airspace or 1000ft if the aircraft is on the directional North Atlantic Track System (NATS). To change the STEP SIZE enter a number in the scratch pad then press “6R”.

Then enter the required fuel reserve at “4L”. The tutorial uses a fuel reserve of 17.7. The CDU will likely display an “INSUFFICIENT FUEL” warning at this point, which may be ignored as the system will update after takeoff. Clear the message by pressing and holding the CDU CLEAR button The Cost Index (CI) at “5L” is used to calculate the economic speed of climbing, cruising, and descending. Valid entries are 0 to 9999. Enter 100 for this tutorial. The bigger the value the higher the ECON speed and the smaller the value the lower the ECON speed. CI is defined as a ratio of the flying time to the cost of fuel. It is determined by dividing the cost per hour to operate the aircraft, excluding the fuel, by the cost of the fuel by quantity (kgs/lbs).


11. This step is not used for this tutorial, but is important when flying with weather injected into FS. Note “6R” on the ACT RTE LEGS page at the right. Pressing “6R” takes you to the RTE DATA page.

On the RTE DATA page, “1R”- “5R” hold the wind data for the displayed waypoints. Press “1R” and the WOBUN WINDS page displays.

Altitude at the waypoint is entered first at “1L”. Then, wind speed and direction are entered at the boxes which will display at “4R”. Altitude is entered in feet or Flight Level. Wind direction data must be 3 digits - add a 0 on the left if wind direction is not 100 degrees or more. Enter the air temperature data at that the waypoint altitude at “5R”. The default unit is degrees Celsius. If you would like to input degrees Fahrenheit, add the suffix F after the temperature.

Generally speaking, there is no weather forecast in FS, so you may leave these lines blank. If there is no data here, the FMC will calculate using no wind during the cruise and the standard air temperature.

In this tutorial, we do not input any data. However, add on weather programs will provide the data to enter, thereby increasing the accuracy of FMC calculations.

12. Now press the CDU VNAV button which takes you to the CLB page. “3R” on that page is the Transition Altitude, above which the system uses Flight Levels (FLs) and below which it uses feet. The default Transition Altitude is 18000 feet. EGLL has a Transition Altitude of 6000 feet, so make that change now by entering 6000 in the scratchpad then pressing “3R”. Make a note that 18000 feet is the Transition Altitude in the U.S. NOTE: The speed limit for our departure is 250kts below 10,000ft. However, as we are a “HEAVY”, we will assume the normal ATC “No speed restrictions apply” for the departure. The default restriction of 274/10000 may be changed with an entry at “4L” on the CDU CLB page.


13. Press INT REF again then press “6R” to access the THRUST LIM page. The data at “1L” is the Selected Temperature and the system-read Outside Air Temperature. The maximum temperature for SEL input is 70 degrees Celsius (about 158 degrees Fahrenheit). The higher the temperature input at SEL, the less the FMC calculated takeoff thrust will be. The FMC allows a maximum reduction of about 25% in takeoff thrust. “2L” ~ “4L” are TO, TO-1, and TO-2 takeoff thrust. TO produces full thrust, TO-1 provides a thrust reduction of about 10% and TO-2 provides a thrust reduction of about 20%. The selection of a takeoff thrust mode will automatically arm the “2R” ~ “4R” climb thrust modes.

14. Press “6R” at the THRUST LIM page to access the TAKEOFF REF page. The takeoff reference page allows the crew to manage takeoff performance. At this page, “1L” is the takeoff flap setting. The allowed input values are 10 or 20. We will use FLAP 20. Input 20 into the scratchpad and then press “1L” to complete the input.

15. When using injected weather, input the runway wind and slope data in “4L” and thrust reduction altitude in “3L”. When climbing above the “3L” altitude, the aircraft will switch from takeoff mode to climb mode.

The final calculated takeoff N1 data will be displayed in “1R”, and it will vary as the takeoff mode or SEL data input changes. In this tutorial, we use the TO mode without SEL temperature. If you have already entered data, then press DEL and then 1L to delete the SEL data. Press 2L to select the TO mode.

In the example to the right, we pressed “3L” to select the TO-1 mode; the CLB-1 mode will

automatically arm.


NOTE: All aircraft performance data must be Entered and Executed in order for the system to correctly draw the route on the ND.

NOTE: See the iFly Aircraft Operating Manual (AOM) for much more detail on the FMS/CDU.

16. Now press “RSK1”, “RSK2” and “RSK3”. The data for V1, VR, and V2 will change to large font, which means that the V speeds are entered into the system. Note: Any change to the departure runway, SID or thrust setting causes “TAKEOFF SPEEDS DELETED” to display. This requires reentry of the V speeds.

If any of the data is still in small font, then a “NO V SPEED” warning will appear on the PFD. After the correct input, the warning will disappear. Besides using the V speed calculated by FMC, you can also enter the V speed manually. Input the speed into the scratchpad and then press its corresponding LSK to complete the input.

17. Press “4R” and the system will display the CG (17%) and TRIM (7.6 units) for the current aircraft load. The system will set an approximate TRIM, but the exact number must be entered later in the tutorial. Hydraulics must be pressurized to set TRIM. Record the data for later use


Preflight Procedure IMPORTANT NOTE: This procedure presumes that the Supplementary Electrical Power Up Procedure was accomplished.

1. Place the ELECTRONIC ENGINE CONTROL switches in NORM position. Verify that the ALTN lights are extinguished.

2. Set the ELECTRICAL PANEL:

A. UTILITY power switches to ON. Verify that the OFF lights are extinguished.

B. Verify that the BATTERY switch OFF light is extinguished.

C. Check BUS TIE switches are in AUTO. Verify that the ISLN lights are extinguished.

D. GENERATOR CONTROL switches to ON. Verify that the OFF lights are illuminated.

3. Set the HYDRAULIC panel:

A. Verify that the hydraulic SYS FAULT lights are illuminated.

B. Verify that the HYD PUMPS PRESS lights are illuminated.

C. ENGINE pump switches to ON. D. Verify ENGINE pump PRESS lights

are ON.

Your Left FWD OVHD panel should now look like the screenshot on the right.

Left FWD OVHD Panel


5. Check EMERGENCY LIGHTS switch Guard closed.

6. Set FUEL TRANSFER MAIN 1 and 4 switch off. 7. Set FIRE PANEL:

A. Engine fire switches IN. B. BTL A DISCH and BTL B DISCH lights

Extinguished. C. APU BTL DISCH light Extinguished. D. APU fire switch In. E. CARGO FIRE DISCH LIGHT Extinguished. F. CARGO FIRE ARM switches Off. Verify that

the FWD and AFT lights are extinguished. 8. Set Engine START panel:

A. START SWITCHES to IN. Verify that the Engine start lights are extinguished.

B. Set STANDBY IGNITION selector to NORM. C. Set CONTINUOUS IGNITION switch to OFF. D. Set AUTO IGNITION switch to SINGLE (GE

engines). E. Set AUTOSTART to ON.

9. Set FUEL JETTISON panel: A. Fuel jettison selector to OFF. B. Fuel jettison NOZZLE valve switches to OFF.

Verify that the VALVE lights are extinguished.

10. Set Fuel panel – manual configuration (NOTE: the Configuration Tool has an option to set this panel automatically):

A. Set all X FEED valve switches to ON. Verify that the VALVE lights are extinguished.

B. Set all fuel pump switches to OFF. Verify that: (1) Main 1 and 4 FWD and AFT PRESS

lights are illuminated and Main 2 and 3 FWD PRESS lights are illuminated.

(2) Override 2 and 3 pumps and center pumps PRESS lights are off.

(3) Stabilizer pump PRESS lights are off. 11. Set Anti-ice panel:

A. NACELLE ANTI-ICE switches to OFF. Verify that the VALVE lights are OFF.

B. WING ANTI-ICE switches to OFF. Verify that the VALVE light is OFF.

12. Set Windshield protection panel: A. WINDOW HEAT switches to ON. Verify that

the INOP lights are OFF. B. Windshield WIPER selectors to OFF.

13. Set Lighting panel: A. LANDING light switches to OFF. B. RUNWAY TURNOFF lights to

OFF. C. TAXI lights switch to OFF.

Your center FWD OVHD Panel should now look like the screenshot to the right.

Center FWD OVHD Panel



15. Check that the PASSENGER OXYGEN switch is closed. NOTE: Do not push the switch.

16. Set YAW DAMPER switches ON. NOTE: INOP will display until HYDRAULICS are pressurized.

17. Set CABIN ALTITUDE panel: A. LANDING ALTITUDE switch in default

AUTO position (not pushed). B. Outflow value manual switches to OFF C. Cabin Altitude AUTO SELECTOR to

NORM. 18. Set ECS panel:

A. PASSENGER TEMPERATURE selector to AUTO.

B. FLIGHT DECK TEMPERATURE selector to AUTO.

C. TRIM AIR switch ON. D. ZONE SYS FAULT light OFF. E. UPPER and LOWER

RECIRCULATION fan switches to ON.

F. AFT CARGO HEAT switch OFF. G. EQUIPMENT COOLING selector

NORM. H. HIGH FLOW switch OFF. I. GASPER switch ON. J. HUMIDIFIER switch ON.

19. Set Bleed air panel: A. Pack SYS FAULT light OFF. B. Pack control selectors NORM. C. LEFT and RIGHT ISOLATION valve

switches ON. Verify that the VALVE lights are OFF.

D. Engine bleed air SYS FAULT lights OFF.

E. APU bleed air switch ON. Verify that the VALVE light is OFF.

F. ENGINE BLEED air switches ON. 20. Set Lighting Panel:

A. BEACON OFF. B. NAV light switch as needed. C. STROBE OFF. D. WING light OFF. C. LOGO as needed.

Your Right FWD OVHD panel should now look like the screenshot to the right.

Right FWD OVHD Panel


21. On the Glareshield, set the Captain EFIS Control

Panel as shown at the right. NOTE: With the selected Weather theme the barometric pressure is already set to 1013Hpa. Use of the default FS “B” key to set the pressure can be problematic.

22. On the Mode Control Panel, MCP, set both Flight

Directors to ON and the Auto throttle to ARM, as shown below. This sets the pitch command to about eight degrees up and the roll command to wings level.

23. Select the STATUS Display on the Lower EICAS menu and check that crew and passenger oxygen pressure is adequate for dispatch.

24. Set the SOURCE SELECT panel as shown

on the right: A. FLIGHT DIRECTOR source to L. B. NAVIGATION source to FMC L. C. EIU source to AUTO. D. IRS source to L E. AIR DATA source to L.

25. Set the Clock to the current time. 26. Set the CRT select panel:

A. LOWER CRT to NORM B. INBOARD CRT TO NORM

LEFT INSTURMENT PANEL

LEFT INSTURMENT PANEL



27. Verify that the Flight instrument indications are correct: A. TCAS OFF on ND if the EFIS Control

Panel TFC switch is pushed. B. NO VSPD until selected. C. FMA annunciations are correct:

(1) A/T mode blank (2) Roll mode is TO/GA (3) Pitch mode is TO/GA (4) AFDS status is FD (5) FD pitch bar is 8º nose up

28. Set the GND PROXIMITY panel: A. Ground PROX light OFF

B. Ground proximity FLAP OVERRIDE switch OFF

C. GEAR OVERRIDE switch OFF D. GROUND PROXIMITY TERRAIN

OVERRIDE switch OFF.

29. Set Alternate flaps and gear: a. Landing gear lever DOWN b. ALTERNATE FLAPS selector OFF c. Alternate flaps ARM switch OFF d. ALTERNATE GEAR EXTEND switches

OFF 30. Set CRT BRIGHTNESS controls as needed 31. EIU selector to AUTO 32. HEADING reference switch to NORM 33. FMC master selector to L

RIGHT FORWARD INSTRUMENT PANEL









35. AUTOBRAKES selector to RTO. NOTE:

AUTOBRAKES may not engage in RTO until IRS alignment is complete.

36. Check Standby instruments:

A. Pull and release Attitude indicator caging control. Verify that the indicator is correct and that no flags are shown.

B. ILS selector to OFF. C. Verify airspeed indication is correct. D. Set the standby altimeter.

34. Check the EICAS displays: A. Verify that upper EICAS primary engine indications display existing conditions and that

no exceedance is shown. B. Verify that lower EICAS secondary engine indications display existing conditions with

no exceedances shown.

THR PANEL

AFT ELEC PANEL





On the CONTROL STAND (THROTTLE): 37. SPEEDBRAKE lever to DOWN 38. Reverse thrust levers DOWN 39. Forward thrust levers CLOSED 40. Set flap lever to agree with the flap position.

NOTE: The flap position indicator does not show when the flaps are up.

41. Set the PARKING BRAKE and verify that

the PARK BRAKE SET message shows on the upper EICAS.

42. FUEL CONTROL switches to CUTOFF 43. FUEL CONTROL switch fire warning lights

OFF 44. STABILIZER TRIM cutout switches Guard

closed. 45. ALTERNATE STABILIZER TRIM switches

to Neutral On the AFT AISE STAND (AFT ELC PANEL): 46. Set audio control panels as needed. 47. Set Left, Center and Right radio tuning

panels and verify that the OFF light is extinguished.

48. Set Passenger signs:

a. NOSMOKING to AUTO or ON b. SEATBELTS to AUTO or ON

49. Set the transponder panel.

Call for the PREFLIGHT checklist.

THR PANEL

AFT ELEC PANEL



Preflight Check List

Oxygen……………..…………………………………………………Tested

Flight Instruments…………………………….Heading and Altimeter Set

Parking Brake……………………………………………………………Set

Fuel Control Switches…………………………………………….CUTOFF



Before Start Procedure NOTE: This procedure requires completion of the CDU Preflight Procedure.

1. Set the CDU display: A. Pilot flying (PF) selects TAKEOFF REF

page. B. Pilot monitoring (PM) selects LEGS

page. 2. Set the MCP:

A. Set the IAS to V2, in this case 174 kts. B. Arm LNAV. C. Arm VNAV. D. Set HDG to runway heading, 271

degrees. E. Set the initial altitude, 6,000ft.

3. Complete the Taxi and Takeoff briefings. 4. Verify all Exterior Doors are closed. 5. Obtain clearance to pressurize hydraulic

systems and to start engines. 6. Set the HYDRAULIC panel. NOTE:

Pressurize number 4 system first to prevent fluid transfer between systems. A. Place Hydraulic demand pump 4

selector to AUX. Verify that the SYS FAULT light is OFF and that the PRES light stays illuminated.

B. Place Hydraulic demands pumps 1,2 and 3 selectors to AUTO. Verify that the SYS FAULT lights are OFF and that the PRESS lights are OFF.

7. Set the FUEL panel:

A. Place all MAIN tank FUEL PUMP switches to ON. Verify that the PRESS lights are OFF.

B. With 7,700 kgs/17,000 lbs of fuel or more in the in the CENTER Wing tank: (1) CENTER FUEL PUMP switches to

ON. Verify that the PRESS lights are OFF.

8. Set the BEACON light switch to BOTH. 9. Push the RECALL switch. Verify that only

expected alert messages are shown.

THR PANEL

LEFT FWD OVHD PANEL

CENTER FWD OVHD PANEL

RIGHT FWD OVHD PANEL

FIRST OFFICER GLARESHIELD


BEFORE START

Flight Deck Door……………………………………….Closed and Locked Passenger Signs…..…………………………………………………..AUTO MCP……………………………………………………….V2,HDG,ALT SET Takeoff speeds………………………………………………………..….SET CDU Preflight……………………………………………………..Completed Trim……..…………………………………………………………………SET Taxi and takeoff briefings…..……………………………………Completed Beacon………………………………………………………………….BOTH

IMPORTANT NOTE: If a FUEL TANK/ENG message shows on the EICAS, verify that:

- fuel in tank 2 is less than or equal to tank 1, or

- fuel in tank 3 is less than or equal to tank 4, or

- fuel in tank 2 is less than or equal to tank 1 plus 1,000 lbs/500 kgs and that the fuel in tank 3 is less than or equal to tank 4 plus 1,000 lbs/500 kgs.

- Then: A. Both OVERRIDE pumps 2 switches

OFF B. Both OVERRIDE pumps 3 switches

OFF C. CROSSFEED valves 1 and 4 switches

OFF

10. Push the CANCEL switch and verify that all messages are cancelled.

11. Set Stabilizer TRIM to 7.6 UNITS and verify

that the trim is in the green band. Verify Aileron and Rudder trim are at 0 units.

Call the BEFORE START CHECKLIST.

THR PANEL





Pushback Procedure

The PUSHBACK function is embedded in the CDU. Click “MENU” → “SIMU” → “PUSHBACK” to access the PUSHBACK configuration page.

At 1L, the straight line distance for PUSHBACK should be entered. At 2L, you can choose to have the Nose Gear turn right or left. And at 3L, enter the turning angle. After entering the data as shown above, press “4R” to start the PUSHBACK. In the example above, the aircraft first moves backwards for 60m, then heads left (front wheel turning right) to turn 90 degrees to complete the PUSHBACK. To stop the PUSHBACK process, press “4R” again.


Memory Items:

- The aircraft turns opposite from the nose gear turn direction. - PARK BRAKE ON after pushback.


Engine Start Procedure

Note: This tutorial demonstrates single engine autostart. Normally, two engines are autostarted together, 3 and 4 then 1 and 2.

The engine start procedure can be carried out during the PUSHBACK process or after the PUSHBACK process completes. In this tutorial, we start the engines after the PUSHBACK process is completed.

After the Number 4 engine is stable at idle, repeat steps 3-4 to start engines 1,2 and 3, in that order.

1. On the lower EICAS, select the secondary engine indications. The screenshot to the right shows No. 4 engine being started.

2. SET Pack control selectors 2 and 3 to OFF. 3. Call “START Number 4 ENGINE”:

A. Pull Engine START switch No. 4 B. Move FUEL CONTROL switch No. 4 to

RUN.

C. On the upper EICAS, verify that there is

N1 rotation and verify on the lower EICAS an oil pressure indication by idle N2.

THR PANEL



THR PANEL

CENTER FORWARD INSTRUMENT PANEL


Before Taxi Procedure

1. Set the APU selector to OFF. 2. Set Hydraulic demand pump #4 selector to AUTO. 3. Set the NACELLE ANTI-ICE switches as needed. 4. Set the AFT CARGO HEAT switch as needed. 5. Set the PACK selectors to NORM. 6. Set takeoff flaps: for this tutorial, Flaps 20. 7. Check the Flight Controls:

A. Move the control wheel and control column to full travel in both directions. On the STATUS page of the lower EICAS, verify freedom of movement, that the controls return to center and that flight control movement displays correctly.

B. Move the rudder to full travel in both directions. Verify freedom of movement, that the rudder return to center and that correct movement displays.

8. Blank the lower EICAS display by pushing the

STATUS button again. 9. Set the Transponder as needed. 10. Push RECALL and verify that only expected messages display.

LEFT FWD OVHD PANEL

LEFT FWD OVHD PANEL


LEFT FWD OVHD PANEL

LEFT FWD OVHD PANEL

THR PANEL

THR PANEL

AFT ELEC PANEL



Call for the BEFORE TAXI CHECKLIST

BEFORE TAXI

Anti- ice……………………………………………………As Needed

R e c a l l … … …… … … …… … … …… … … …… … … …… .C h e c k e d

A u t o b r a k e … … … … … … … … … … … … … … … … … … … . . . R T O

F l i g h t C o n t ro l s ……… ……… …… ……… ……… …… C h e c k e d

G r o u n d e q u i p m e n t … … … … … … … … … … … … … … C l e a r



Before Takeoff Procedure

Accomplish the BEFORE TAKEOFF checklist.

BEFORE TAKEOFF

Flaps……………………………..…………………………………………SET

After receiving taxi clearance, position the TAXI light switch ON, then advance the throttles to about 50% N1. After the aircraft starts moving, observe ground speed indicated on the ND. Use throttles to keep ground speed below 30 knots on straight taxiways and 10 knots in tight turns. Speed during long taxi distances or high weights/hot temperatures should not exceed 20 knots. Taxi to the runway 27R holding point and hold. When clearance to enter the runway is received, perform the following when the aircraft is positioned for takeoff.

1. Set the Transponder/TCAS to TA-RA. 2. Set packs as required for takeoff. The tutorial

uses a packs-on takeoff. 3. Set lights and strobes ON, as required. 4. Set the terrain display ON as needed.

AFT ELEC PANEL


CENTER INSTRUEMENT PANEL

CENTER AND RIGHT FWD OVHD PANELS

CAPTAIN GLARESHIELD



Takeoff Procedure After receiving takeoff clearance, confirm that the parking brake is released and the aircraft is aligned with the runway centerline. A standing takeoff will be used for this tutorial.

See the following screenshots. The three columns inside the FMA (Flight Mode Annunciation) on the PFD, from left to right, are Auto Throttle Mode, Roll Mode, and Pitch Mode

“TO/GA” means that the current pitch mode is TAKE OFF/GO AROUND. Takeoff is a flight director only function of the TO/GA mode. Flight director pitch and roll commands are displayed and the autothrottle maintains takeoff N1 thrust limit as selected from the FMC until HOLD appears on the FMA. That is to say, under TO/GA, the autopilot system does not control the aircraft, so the pilot controls the aircraft manually by following FD cues.

1. With the brakes engaged, advance the thrust levers to approximately 70% N1 and check that the engines are stable and normal readings are displayed.

2. After confirming that engine displays are normal, release the brakes and press the TO/GA switch. Check that the takeoff thrust is correct. (The real TO/GA switch is located below the throttle levers. To press that switch, we must view the VC mode. Therefore, for more convenient operation, we have added a hidden TO/GA click spot to the MCP.)

TTOO//GGAA

AAfftteerr TTOO//GGAA SSwwiittcchh PPuusshh ((bbootthh

FFDDss OONN aanndd AA//TT aarrmmeedd)) BBeeffoorree TTOO//GGAA SSwwiittcchh PPuusshh

Now check the FMA. The autothrottle mode should be THR REF with a green box around it (adds emphasis when the mode first appears), and pitch and roll modes should be TO/GA. The two pictures below show the differences on the FMA before pressing TO/GA and after TO/GA is pressed. Also note that LNAV and VNAV are displayed in white, indicating they are armed.


MCP



3. When the aircraft lifts-off, the pitch command target speed is V2+ 10 to 25 knots (the MCP speed we set was V2), and the roll command remains wings level.

4. After seeing a positive rate of climb displayed on the altimeter, select the landing gear lever to “UP”.

5. At 50 ft AGL (ABOVE GROUND LEVEL) LNAV activates (if armed) and replaces TOGA as the roll mode. The pilot flying should now be following the lateral guidance on the PFD.

When Airspeed is at V1, the panel system automatically calls out “V1” then at VR, “ROTATE”. At VR, rotate at 2.5 degree/second (2 degrees for an engine failure) towards 15 degrees pitch attitude. The Flight Director is not used during rotation. During the entire takeoff process, the pilot must monitor the engine instruments, the vertical speed, and the airspeed indicator.

If an engine fails during the takeoff, the target speed of pitch command is: • V2, if the speed is less than V2; • the current speed, if the speed is between V2 and V2+10; • V2+10, if the speed is higher than V2+10

After pressing the TO/GA switch, THR REF continues to display until speed reaches about 65 knots. As shown in the screenshot below, the auto throttle mode becomes HOLD with a green box around it and then becomes HOLD without the box. HOLD means power is removed from the autothrottles and the thrust levers remain stationary. At that point in the real world, the pilot flying must maintain the required N1 value and the thrust levers can be move manually; however, due to the limitations in Flight Simulator we suggest “firewalling” (push fully forward) hardware thrust levers for the remainder of the flight to prevent conflicts with the autothrottles. Look at the screenshot in paragraph 1 of this section: the green 104.4 is the value at which thrust should be kept. Generally, once the throttles are set leave them alone unless there is a gross error.




7. When the aircraft reaches the thrust reduction altitude (which can be set in the TAKEOFF 2/2 page of CDU, the allowable input range is 800ft~9999ft, and in our example, is 1500ft), the flight phase changes from the takeoff phase to the climb phase. The FMC changes the reference thrust limit to the armed climb limit: CLB (in our case) or CLB1 or CLB 2.

8. Now Press CMD A to engage the autopilot, and the flight director status shows that CMD has replaced FD. The pitch mode of the FMA is VNAV SPD. “VNAV SPD” pitch mode means that the aircraft is using speed specified in the CDU to maintain pitch. In summary, now the aircraft is tracking the current FMC route under the control of AFDS roll and pitch commands and using the FMC calculated N1 value for speed.

9. Retract the flaps on the schedule annunciated on the PFD speed tape and watch to see that the indicated flap and slat positions are the same as those of the flap lever. On some departures, it may be necessary to remain at Flaps 5/Flaps 1 to control airspeed in turns, and it may be necessary to SPEED INTERVENE. See the AOM for details.

10. When the flaps and slats are completely retracted, if not previously armed, press the VNAV switch to select the VNAV mode, or select normal climb speed. After VNAV mode is engaged, the MCP speed window will blank.

When VNAV mode is engaged, the AFDS pitch and A/T mode will be commanded by the FMC, and the aircraft automatically flies the vertical profile.

There are three VNAV modes: • VNAV SPD: The AFDS maintains the speed displayed by the airspeed indicator and/or on

the CDU CLIMB or DESCENT page. • VNAV PTH: The AFDS maintains the FMC altitude and path or flies the descent path

indicated by the pitch command. • VNAV ALT: When a conflict occurs between the VNAV profile and the MCP altitude, the

airplane levels at the MCP altitude and the pitch flight mode annunciation becomes VNAV ALT. VNAV ALT maintains altitude.

6. At 400 ft AGL, VNAV activates (if armed) and become the pitch mode. Pitch commands the current airspeed and the autothrottle sets the selected reference thrust and annunciates THR REF.



MCP


Now let’s have a look at the current status of the aircraft. The current FMA status is given below.

Call for the AFTER TAKEOFF checklist:

Landing gear.………………..…………………………….……..UP and OFF Flaps………………………………………………………………UP, No lights


11. After the landing gear is completely retracted, move the landing gear lever to the “OFF” position by clicking “OFF” or assign a key combination such as “SHIFT+O” in the iFly Key Assignments dropdown and use that to position the lever to “OFF.”

Under the following situations, the MCP speed window will be blank: • VNAV mode is engaged • A/T engaged in the FMC SPD mode • During two engine AFDS go-around

VNAV can be armed on the MCP before takeoff if the following conditions are satisfied: • An active route has been entered. • The performance data have all been entered. • The flight director switches are both positioned to the “ON” position.


MCP



Climb Procedure Now the aircraft is flying along the FMC route under the control of the AFDS. There are some operational principles that should be followed during the climb phase.

1. When the flight altitude is above 10000ft, position the landing light switches to “OFF”.

2. Set the passenger signs according to needs.

3. At transition altitude, 6000ft in our case, set the altimeters to standard.

Now have a look at the target speed, target altitude, and the heading of the aircraft. Press LEGS located on CDU to access the LEGS page, as shown below:

On the CDU, the active airspeed, altitude, and waypoint name are displayed in magenta, while other waypoints and the altitude data are displayed in white. On the ND, the active data, including the route, waypoints, speed, and altitude, are displayed in magenta; inactive data, cyan; modified data, white; and offset data, magenta.

On the PFD photo below, the active speed and altitude are displayed above the speed indications and the altitude indications respectively. From the above LEGS page and the ND snapshot figure, we can see that we are now flying toward CPT waypoint.



CDU


Next we check the active speed, which involves the CDU LEGS page and the CDU CLB page.

On the CDU and PFD, the active speed is displayed in magenta. On the PFD, the Speed Bug and Selected Speed are both displayed in magenta. They point to the airspeed: • manually selected in the IAS/MACH window • airspeed computed by the FMC when the MCP IAS/MACH window is blank.

Now the IAS/MACH window on MCP is blank, so the FMC computed airspeed is displayed on the PFD. From the picture, we can see that the current active speed is 344 knots.


CCaallccuullaatteedd WWaayyppooiinntt SSppeeeedd

oorr

SSppeecciiffiieedd WWaayyppooiinntt SSppeeeedd

TTaarrggeett SSppeeeedd

SSppeeeedd RReessttrriiccttiioonn

SSeelleecctteedd SSppeeeedd

SSppeeeedd BBuugg



Next we check the active altitude, which involves the LEGS page and the CLB page.

The Selected Altitude Bug and Selected Altitude located above the PFD altitude indications both display the MCP ALTITUDE setting. Rotate the Altitude Selector to adjust the MCP ALTITUDE in 100ft increments. The Calculated Waypoint Altitude or the Specified Waypoint Altitude is displayed on the LEGS page. At or above altitude restrictions are entered with a suffix letter A (example: 6890A). At or below altitude restrictions are entered with a suffix letter B (example: 13770B). Mandatory altitude restrictions are entered without any suffix letter (example: 20000). During the CLIMB, altitude restrictions that are between two altitudes are displayed with the lower limit first, followed by a suffix letter A, then the upper limit, followed by a suffix letter B (example: 6890A13770B). The reverse (B first) is entered for the DESCENT. Altitude entry is not allowed on the LEGS page for CRUISE phase waypoints. The cruise altitude is displayed on the CDU CLB page.

During the TAKEOFF and CLIMB phases, the AFDS uses the lowest altitude among the three as the active altitude. During the DESCENT phase, the highest altitude setting is the active altitude. On the PFD just above, we can see that the altitude is set to 30,000ft and that the aircraft is in the climb. We set the MCP to the CRUISE phase altitude before the aircraft passed waypoint “WOBUN”. Otherwise, the aircraft would remain at 6,000ft.

CCaallccuullaatteedd WWaayyppooiinntt AAllttiittuuddee

oorr

SSppeecciiffiieedd WWaayyppooiinntt AAllttiittuuddee

SSeelleecctteedd AAllttiittuuddee SSeelleecctteedd AAllttiittuuddee BBuugg

CCrruuiissee AAllttiittuuddee



We would like to emphasize again that when the aircraft passes waypoint “WOBUN”, you must adjust the MCP altitude to a higher altitude or the cruising altitude, otherwise the aircraft will remain at the current MCP altitude.

Now look at the ND. As expected, “WELIN” waypoint has been passed and is now displayed in white, and now the aircraft is flying towards waypoint “AKUPA”. This is because we have armed the LNAV mode before takeoff and have been flying according to FD commands after takeoff. Therefore, after the aircraft passes a waypoint, the FMC will automatically switch to the next waypoint.


Tip: Changing the Altitude

So the aircraft is at the programmed 6,000ft prior to WOBUN and ATC states “climb and maintain FL180 (18,000ft)”. There are a couple of ways to satisfy this requirement:

1. Set the cleared altitude in the MCP ALTITUDE WINDOW and press the ALTITUDE SELECTOR knob. This clears the next waypoint altitude (in this case 6000 at WOBUN) and the aircraft will start to climb to the MCP altitude immediately.

2. While still on the ground, on the CDU Legs page delete the

WOBUN altitude restriction. Then manage the altitude clearances by setting them on the MCP.

3. Push “6R” on the VNAV CLB page, CLB DIR(ect). ALL

waypoint altitude restrictions between the current aircraft altitude and the MCP ALT or the FMC cruise altitude are deleted. The FMC cruise altitude is not affected. Be careful with this.


Next we look at the first PROGRESS page on the CDU.

This page provides quite a lot of flight data. The first line displays the last waypoint we passed and the altitude, time, and fuel quantity which remained when passing that waypoint. The second line displays the waypoint we are now approaching, and the distance-to-go (DTG) from present aircraft position to the waypoint, predicted arrival time, and the predicted fuel quantity when reaching that waypoint. The third line displays the next following waypoint and its corresponding data. The fourth line displays the corresponding data when reaching the destination airport. The data of this line is very important, and should be checked often during the flight. Confirm there is sufficient fuel to reach the destination airport. If the fuel quantity displayed at “4R” is less than the RESERVES value on the CDU PERF INIT page, the CDU will display an “INSUFFICIENT FUEL” warning message. “5R” displays the time and flight distance to T/C (top–of–climb), T/D (top–of–descent), S/C (step climb), and E/D (end of descent) according to the current flight phase. “5L” displays the active speed.

After the aircraft climbs above the transition altitude, the barometric setting display located below the PFD altitude indication will turn amber with a square box around it, indicating that we need to set the Barometric Standard Switch located on the EFIS Control Panel to “STD”. Press the “STD” switch, and then the system will use the standard barometric setting (29.92 inches Hg/1013 HPA) as the barometric altitude reference and STD will display on the PFD.


STD

CAPTAIN GLARESHIELD


Now look at the CDU CLB page. In the following two figures, the left one shows the situation when the aircraft is climbing using IAS, and the one on the right after the change to MACH. The changeover occurs when the MACH speed indicated on the PDF matches the MACH set by the FMS, which is shown on the CDU ACT ECON CLB page, in this case .836. The changeover altitude will vary depending on aircraft


Continuing the climb we see a green circle on the ND, marked “T/C”. This is the top-of-climb point. After passing this point, the aircraft reaches the cruise altitude and begins the cruise phase of our flight. The green arc in the figure is the altitude range arc, showing that according to the current vertical speed and ground speed, the aircraft will reach the MCP altitude when it reaches the arc on the map. The altitude range arc position on the ND is calculated according to the current vertical speed and ground speed, and the higher the aircraft climbs the lower the vertical speed will be, so, usually, the altitude range arc displays before the T/C point. As altitude increases, the deviation between these two points becomes less.

A FUEL LOW CTR L or R EICAS message will display in the Climb when the tank quantity is about 7,000lbs/3,200kgs and the pitch is 5º or more. If the message displays, set both Center L and R Pump switches OFF.





loading and the selected cruise altitude. Lower cruise altitudes may not produce a changeover to MACH. If the MCP IAS/MACH display is not blank, it will automatically changeover between IAS and MACH.


The aircraft is now past the T/C and in the Cruise phase of the flight.


Cruise Procedure Aside from checking the navigation, responding to ATC, keeping up with aircraft system status, with particular emphasis on the fuel system and step climbs, and planning ahead, there is not that much to do during the cruise phase. Press “CRZ” on CDU to access the cruise page. The CLB page is displayed on the CDU before reaching the T/C point, then after passing the T/C, the CRZ page will automatically display. Through the CRZ page, we can select various modes, just as on the CLB page. These modes are described in the AOM

The most often used pitch and roll modes for the cruise phase are VNAV+LNAV. The roll mode of HDG SEL and the pitch modes of ALT HOLD or V/S may also be used during the cruise phase. Those modes and FLCH pitch mode are described in the AOM.

During the remaining time of the cruise phase, we will use a VNAV + LNAV mode, which ensures the most economical operation of the aircraft.

The iFly 747-400 is designed for use under time acceleration, which may be set to automatically activate on the Configuration Tool Miscellaneous page. The automatic time acceleration function is limited to 8X.

In the interests of good airmanship, the following should be accomplished at each waypoint or every hour:

- Check that the track and distance to the next waypoint and the flight plan agree. Ensure that the aircraft turns properly toward the next waypoint.

- Using the CDU PROGRESS page, compare the fuel totalizer reading and flight plan required fuel at each waypoint to ensure arrival at the destination with the correct amount of fuel.

- Check the EICAS synoptic pages at TOC and every hour thereafter for normal systems operation.

NOTE: The TERRAIN DISPLAY may be ON during the CRUISE as desired or required.



CRUISE FUEL SYSTEM MANAGEMENT

With 599kgs/1000lbs fuel in each of the STAB tanks, as in this tutorial flight, the EICAS will display FUEL PUMP STAB L and FUEL PUMP STAB R when cruise altitude is reached. Then set the L and R STAB pumps to ON. Conversely, when the ECAS displays a STB tank warning message again, set the STAB pumps OFF. As described in Climb Procedure above, if the FUEL LOW CTR L OR R message annunciated during climb, both Center L and R Pump switches were positioned to OFF. When the pitch is less than 5º and tank quantity if 4,000lbs/1,800kgs or more in the Cruise, a FUEL OVD CTR L or R message will display. Then set both Center L and R Pump switches to ON. When tank quantity is about 3,000lbs/1,300kgs and pitch is less than 5º, FUEL LOW CTR L or R will display. Then set both Center L and R Pump switches OFF. The final normal Cruise fuel-related EICAS message is FUEL TANK/ENG. When that message displays and the fuel quantity in Tank 2 is less or equal to Tank 1 or Tank 3 is less or equal to Tank 4, set both Override Pumps 2 switches OFF, both Override Pumps 3 switches OFF and Crossfeed Valve 1 and 4 switches OFF. Failing to perform this procedure may very well result in fuel starvation and engine flameout. The screenshot at the right shows the LOWER EICAS FUEL SYNOPTIC page. Note the fuel lines in green: they show the “route” which fuel takes from the tanks to the engines. This is a very useful display to use when setting or changing any fuel flow setting.







THR PANEL LOWER EICAS

CENTER FWD OHD PANEL



STEP CLIMBS

From the upper right corner of the CDU ECON CRZ page shown on page 60 above, we know that we can perform a step climb (S/C) to a more economical altitude of 34,000ft in 767 nautical miles. The S/C point will be shown on the ND well before executing the climb. Per the ND screenshot at the right, we need to be ready to execute the first step climb of our flight. The primary method of performing step climbs is by setting the new altitude on the MCP and, upon reaching the S/C point on the ND, pressing the ALTITUDE SELECTOR button. This enters the MCP altitude as the active cruise altitude, without creating a modification. Step climbs may also be performed by entering the desired altitude at “1L” on the CDU CRZ page. The step climb will then start automatically when the aircraft reaches the S/C point shown on the ND. In either method, the CRZ page title changes to CRZ CLB. See the screenshots at the right for the set up for our step climb to 34,000ft using the MCP method discussed above. The CDU ACT CRZ CLIMB pages displayed when the step climb was executed and the screenshot shows that FL340 will be reached in 34NM at 0930Z. Now see the screenshots at the start of the S/C. Note the PFD FMA annunciations and the Green Arc displayed on the ND. And here are screenshots at the completion of the first S/C. The Green Arc is no longer displayed on the ND and the CDU PROGRESS page tells us we will need to execute another S/C, to 38,000ft., in 2,433NM.

MCP

CDU




Before reaching the Top of Descent (T/D), check the active route for the correct arrival and approach procedures. Make modifications as necessary, which we’ll do next.

Recall that we configured the aircraft to pause FS 10NM from the top of descent. FS is now paused, and it’s now time to enter the KSFO arrival procedure and runway as we discussed back on page 30.

ENTERING AND MODIFYING THE ARRIVAL ROUTE


To select our arrival procedure, press the CDU “DEP ARR” button to display the KSFO ARRIVALS page. If that page does not display, press “6L” to access the DEP/ARR INDEX page. Then press “2R” to access the KSFO arrival procedure page. In this tutorial, we will use the GOLDN6 arrival and ILS28R approach.

Next find the “GOLDN6” arrival procedure on the left side of the page. Press “2L” to select it. <SEL> means an item is selected. Do not select an arrival procedure transition, as we will join the procedure past the standard transition points.

If necessary, use the “PREV PAGE” and “NEXT PAGE” CDU buttons to find the ILS28R approach procedure on the right side of the page. Press “3R” to select it. Do not select a transition.

Press “EXEC” to add the modifications to the route, and you will see <ACT> (active) by the STAR and the runway.


Now we must check to ensure that the modified route is correct. Press the “LEGS” button to enter the CDU LEGS page. Use “PREV PAGE” and “NEXT PAGE” buttons to browse page by page to see if all segments of the route are connected. Sometimes after entering or modifying a ROUTE, SID, STAR or APPROACH, a ROUTE DISCONTINUITY (DISCO) and an associated prompt box may be displayed on the CDU LEGS page. This indicates that the FMC requires your input to correctly sequence the waypoints. Look at the LEGS page and you will see two DISCOs, one after RBL and one after SFO

It is very easy to remove the discontinuities. Select the first waypoint after the DISCO, i.e., “PYE” in the example on the right, and this waypoint will transfer to the scratchpad. Then select the discontinuous point, i.e., “4L” in the example on the right and the DISCO is removed, as shown on the next screenshot.

Note the CDU page at the right. When “PYE” is inserted at “4L” the page title changes to MOD RTE LEGS until the “EXEC” button is pressed. This indicates a modification has occurred and the ERASE prompt appears at “6L”. Selecting ERASE will delete all changes made since the page changed from ACT RTE LEGS.

Note the system-predicted altitude at LOZIT, 6840ft. The STAR requires 11,000ft at LOZIT for KSFO arrivals. Enter “/11000” in the CDU scratchpad then click “3R” to transfer the new altitude.

Finally, press “EXEC” to execute the modifications. The page title then becomes ACT RTE LEGS.

Repeat this process for the DISCO after SFO.

Be certain that all discontinuous route segments are removed.


The active arrival procedure takes us over the SFO VOR then direct to CEPIN INTERSECTION on the ILS28R approach. In order to slow things down a bit and make the arrival more realistic, we need to make more changes to the route.

On the CDU LEGS page locate SFO. Enter OSI in the scratchpad, then immediately following SFO (at “5L”) insert OSI. This will create a DISCO, but you will need that space anyway. Next insert MENLO at “4L”. Then press NEXT PAGE and click “1L”. This places CEPIN in the scratchpad. Now press LAST PAGE and click “5L” to close the DISCO. EXEC the change and the new arrival will be active in the system and the LEGS page will look like the screenshot to the right. Have a look at the KSFO ILS28R chart included with this Tutorial in order to see what this RTE MOD accomplishes. Also, don’t forget to see the MSA on the chart and do not descend below it. The flight crew must cross check altitudes to ensure safety of flight. We will next check the route using the PLAN page, which provides a pictorial view of the waypoint sequence.


Now unpause FS (“P” key) and continue the tutorial flight.

Good practice is use of the CDU PLAN page to check routes and modifications to routes. To access the PLAN page, select PLAN on the EFIS CONTROL Panel ND MODE SELECTOR and set the desired ND range on the ND RANGE SELECTOR. Next press LEGS on the CDU. Note STEP at “6R”. Clicking “6R” will step through all the waypoints in their order on the LEGS page, with the ND oriented to true North. This provides a very clear “picture” of where the aircraft is programmed to go. Note the <CTR> to the right of AXMUL, which identifies that waypoint as the center on the ND display. Adjust the ND RANGE SELECTOR for the desired presentation. The screenshot at the right shows our original arrival route. The route was over the SFO VOR direct to CEPIN then reversed 180º for the ILS28R approach. That’s not very realistic and could be quite uncomfortable for the folks in the back who pay your salary! And on the right is the modified arrival route. This modification is realistic and much more comfortable for the passengers! Returning the ND and CDU to normal operation is simply a matter of placing the EFIS CONTROL PANEL ND MODE SELECTOR in MAP and adjusting the range as desired.



CAPTAIN GLARESHIELD


Descent Procedure The DESCENT phase begins before the aircraft descends below cruise altitude. The Descent Procedure should be completed by the time the aircraft is at 10,000ft. The following should be accomplished as the aircraft approaches the T/D:

Press the CDU INIT REF button and we’ll see the APPROACH REF page. APROACH REF shows the approach planning information and the approach speed reference (VREF). This page is also reachable from the CDU INDEX page.

On this page, “1L” displays the aircraft weight, which, if in small font, means that the data was calculated by the FMC automatically. This data is the same as that on the PERF INIT page. It can also be entered manually, which will be displayed in large font. After exiting this page, the FMC automatically calculated weight data will replace the manually entered data.

“3L” and “4L” show the flight plan landing runway and its length.

“1R~2R” are the landing reference speed for two landing flap settings.

“4R” displays selected approach reference flap and speed setting. Pressing the LSK corresponding to “1R~2R” will transfer the flap and speed setting to the scratchpad, after which you can press “4R” to enter the speed into FMC. “5R” shows the wind correction for approach, which is +05 knots by default. It can be entered manually, the maximum being +20 knots.

In this flight, we will use Fap30 as the landing flap setting. So press “2R” and “30/147” is displayed in the scratchpad, indicating that the flap setting is 30 degrees and that the landing speed is 147kts. Then press “4R” to complete the entering of approach reference flap and speed. Don’t forget the wind correction of +5 kts when you set MCP speed.


1. Enter the VREF speed on the CDU APPROACH REF.

CDU

VVRREEFF


It’s now time to call for the DESCENT checklist:

Recall…………………………………………………………………..Checked Autobrake……………………………………………………………………Set

Landing data………………………………………VREF ___ Minimums ___

Approach briefing……………………………………………………Completed


2. Check and modify the minimums altitude required for the approach. Press the left red area above the RADIO/BARO switch to select RADIO, and then press the 2 red areas below to set the altitude. In our case, set 200ft.

- +

MMIINNSS

3. Set the autobrake according to conditions of the runway and the weather. Use 2 for this landing.

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The following tasks should be accomplished prior to commencing the descent: 1. Prior to the top of descent, modify the active route as required for the arrival and approach. 2. When cleared to descend, set the clearance limit altitude on the MCP. 3. Set VREF. 4. Set RADIO or BARO minimums. 5. Set the AUTOBRAKE selector. Normally, a setting of 2 is sufficient. 6. Set or verify that the navigation radios and course are correct for the selected approach. 7. Familiarize yourself (brief) with the approach to be flown and double check the nav/radio setup.

CAPTAIN GLARESHIELD

AFT ELEC PANEL


Now let’s have a look at ND to focus on the current aircraft position. We are still in the CRUISE, but approaching the location where we need to start the descent into the San Francisco area.

We can see there is a green circle about 21NM ahead of the aircraft beside which “T/D” is marked. This is the top of descent point. The methods of starting the descent include: • The descent phase starts automatically if the aircraft passes the T/D point under the VNAV cruise mode. • Start the descent phase by pressing “6R” on the CDU DES page when a T/D is set and the descent phase is not active. This starts a descent at approximately 1,250 feet per minute using the active descent speed schedule. Upon intercepting the planned descent path, the aircraft transitions to the planned descent path. • Start the descent phase by pressing ALTITUDE SELECTOR if the MCP altitude is lower than the cruise

altitude and the aircraft is within 50NM from the T/D point under the VNAV cruise mode.

No matter how the descent phase is started, you MUST set the MCP altitude to be lower than the cruise altitude. Otherwise, the aircraft will stay at the MCP altitude even if it has started the descent phase. This concept is similar to the climb phase, during which the MCP altitude provides altitude intervention.

If the aircraft starts the descent phase by the last two methods outlined above, it actually starts the early descent mode, instead of a normal descent phase. VNAV starts the early descent with a reduced descent rate until the aircraft intercepts the idle descent path. VNAV uses FMC SPD as the autothrottle mode; and VNAV PTH, as the pitch mode. The dashes in the following figure represent the flight path of an early descent. After intercepting the idle descent path, the aircraft will descend along the idle descent path.

When the MCP altitude is lower than the cruise altitude, the early descent mode will be started if the ALTITUDE SELECTOR is pressed when the aircraft is within 50NM of the T/D.

T/D


But if the ALTITUDE SELECTOR is pressed when the aircraft is more than 50NM from the T/D, it only sets a new cruise altitude.

In this tutorial, we will use the first method to start the descent phase. Before reaching the T/D, set the MCP altitude to an altitude constraint lower than the cruise altitude, or set it to be the landing airport’s altitude. Here we set the MCP to 11,000, the altitude constraint at the LOZIT waypoint show on the CDU LEGS page. Note that this altitude must be reset in order to meet follow on constraints.

The aircraft will start to descend automatically as it passes the T/D. If we do not set the MCP to a lower altitude, the FMC will display a warning message “RESET MCP ALT” on the CDU when the aircraft is about 2NM from the T/D.

As the aircraft reaches the T/D point, the autothrottle (A/T) may stay in SPD mode, as that is what is being regulated, or you may see IDLE display as the A/T mode. These two modes appear as follows:

T/D

50NM 50NM Old CRZ ALT

New CRZ ALT

MCP

CDU


After a period of time, the autothrottle mode will change to HOLD:


Recall the discussion on page 50 concerning autothrottle HOLD and what it means to the flight crew. In the real world, the pilot flying can tweak the thrust above idle if required to maintain speed on path.

The roll mode continues to be LNAV. There is not much to explain about this, because it is the same as the climb phase and the cruise phase. But we should explain in detail about the pitch mode. VNAV can perform the descent in two modes: Path Descent (displayed as VNAV PTH) and Speed Descent (displayed as VNAV SPD).

Path Descent (VNAV PTH)

During the path descent process idle thrust and pitch control maintain the vertical path calculated by the FMC. The descent path starts from the T/D point, and the following factors are also taken into account when performing the path calculation:

• Applicable target altitude • Speedbrakes retracted • Applicable target speed • Target speed on the DES page • Idle thrust • Entered descent winds

• ANTIICE ON altitude

The target speed can be changed via LEGS or DES page. You can also enter the wind data on the Descent Forecast page. It should be emphasized that the path descent uses the target speed for planning purposes only. The descent path is calculated for an idle thrust descent but the FMC will apply thurst to maintain speed on the path if required by, for example, unforecast headwind in the descent.

If the aircraft does not have all necessary information to path descent, FMC will revert to speed descent mode. If the airspeed increases significantly due to unexpected tailwind, the CDU will display the message “DRAG REQUIRED” in order to keep along the path. If the speed limit is exceeded the FMC will revert to VNAV SPD and descend at the programmed descent speed.

Speed descent (VNAV SPD)

During the speed descent process, idle thrust and pitch control maintain the FMC programmed descent speed or the speed selected on the MCP speed window. The FMC is able to switch automatically from the path descent mode to the speed descent mode. This mode may not necessarily comply with altitude or speed constraints. It will not descend through an “at or above” constraint (the FMC will go back to VNAV PTH) but it may violate an “at or below constraint” by flying above it. Speed descent may also be selected by the flight crew by pushing the MCP IAS/MACH SELECTOR. FMC speed-intervention is then active and the IAS/MACH selector may be used to set command speed. The FMA Pitch mode annunciation changes to VNAV SPD when descending in VNAV PTH. The selected speed is maintained until the aircraft intercepts an altitude constraint and then VNAV PTH annunciates. When on a non-ILS approach using VNAV, the pitch mode remains VNAV PTH and the A/T controls speed.

See the AOM for a detailed discussion of PATH and SPD descent modes.


As shown in the CDU screenshot below, the aircraft is now in the descent, heading for an altitude restriction of 11,000 at waypoint LOZIT.

From the FMA snapshot on page 70 above, we know that the aircraft is using the path descent mode. Look at the ND, and you will see that a scale is displayed at the lower right corner of the screen, as shown in the following screenshot:

The magenta symbol is the VNAV path pointer; and the white scale is the deviation scale. Their function is similar to the ILS glide slope indicator, i.e., to indicate the deviation between the aircraft and the FMC planned descent path. The scale can show a deviation of ±400ft. If the deviation is more than ±400ft, the deviation figure will be displayed above or below the scale. Now the aircraft is descending automatically under autopilot control.

The descent may also be monitored on the CDU PROGRESS page 2 by observing VTK ERROR at “2R”.

Recall that the transition altitude in the U.S is 18000ft, so if not already done reset the CDU DES FORECAST page accordingly:


CDU

CDU


Let’s have a look at our current status. The aircraft is in the descent flying towards waypoint LOZIT, having just made the turn at PYE:

Before the aircraft passes LOZIT set the KSFO ILS 28R G/S intercept altitude of 1800ft in the MCP ALTITUDE WINDOW.

ATC may ask you to fly a holding pattern at a certain point. The busier an airport is, the more often you are asked to fly a holding pattern. Holds are discussed in the AOM.

During the descent phase ATC may ask for a change of arrival procedure due to weather, other traffic, etc. In such cases, we can access the ARR page of CDU to re-select the directed procedure. Pay attention after changing the current procedure: go back to the LEGS page to remove the Discontinuities which have appeared in the CDU and confirm that the route is correct. After repeated modifications, the route in the CDU may become unusable. In such case, we recommend the use of other autopilot modes, which are covered in the AOM.




Now we are still in the descent and getting much closer to our destination, KSFO. Let’s have a look at what we can expect to be displayed on the ND as we approach the SFO VOR. Recall that we previously modified the arrival route to make things a bit more realistic and easier for the flight crew to manage.


There are two things to notice on the above screenshot snip from the ND: the green circle, or donut, just prior to DUXBY waypoint and the green E/D just below 28R. The green donut is a deceleration point computed by the FMC. Deceleration points do not have an identifier and represent when the FMC will slow the aircraft speed to conform to what is programmed. The first donut is where airspeed reduces to 240kts (the system uses 240kts to account for winds which could cause the aircraft to exceed the 250kt limit). The green E/D represents the end of the descent. When an arrival or approach procedure is selected on the CDU ARRIVALS page and incorporated into the flight plan, the FMC creates an E/D. The E/D is located 50 feet above the runway threshold (RW waypoint) for all approaches except VOR approaches. The E/D for VOR approaches is the missed approach point; which may be the VOR, runway waypoint (RWXXX), or a named waypoint.


Approach and Landing Procedure

Having passed the transition altitude, the aircraft is now well into the approach procedure. All the while, the aircraft will be descending along the VNAV PATH and the LNAV roll mode is keeping the aircraft on the planned course. Presuming the route was properly entered, the aircraft will automatically fly to glide slope intercept. You, as the pilot flying, must configure the aircraft to intercept the localizer and glide slope in order to successfully complete the tutorial flight.

The following should be completed before reaching the initial approach fix, MENLO in our case, or before starting the approach.

3. At the transition altitude, set the TERRAIN switch to on.

4. At 10000ft turn on the LANDING LIGHTS.

Call for the APPROACH checklist

Altimeters…………………………………………………………..……….Set

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1. Set the passenger signs as needed. Generally, the switches are positioned at AUTO or ON.

2. After descending to the transition altitude, press STD located in the middle of the SETTING knob to release from the standard barometric mode then set the local pressure (1013/29.92 for this tutorial) by turning the knob. Check the altimeters. Press the area located above the switch to select IN or HPA. Then press in the area of the two red boxes located below to adjust to a proper barometric value. The local barometric pressure may be preset and, when reaching the transition altitude, press the STD knob.

BBAARROO

SSTTDD

CAPTAIN GLARESHIELD

AFT ELEC PANEL

- +


CAPTAIN GLARESHIELD


Now the aircraft is over the SFO VOR and continuing the descent. It is time to focus on the approach and landing.

The FMC has slowed the aircraft to the 10000ft altitude speed limit. Remaining under LNAV and VNAV control, the aircraft is turning toward OSI and the start of the base leg of the approach. Note the donut between OSI and MENLO intersection, which signifies additional speed reduction. At MENLO intersection the aircraft will turn toward the final approach course, and there are important actions the flight crew must take: on the MCP, press LOC to arm the localizer and set ALT to 1800ft for G/S intercept. When the localizer is intercepted, the system will automatically set the inbound final approach course, as show below. Here is a screenshot of the PFD after taking those actions:

Note that LOC is displayed in white on the FMA, which signifies that the localizer is armed but not yet captured. White will change to green when the localizer is captured. Also note the magenta pointer on the LOC pointer scale. The LOC is not captured so it is “hollow” and, importantly, it is deflected to the right, signifying that the aircraft is left of the LOC, which is where you want to be at this point in the approach. You will see G/S display in white under VNAV PTH when the glide slope is armed. It will change to green when the G/S is captured. The G/S pointer scale to the right of the PFD has the same characteristics as the LOC pointer scale.


Now let’s have a look at the status of our tutorial flight. The aircraft has followed the vertical and lateral profiles and is now just past MENLO intersection turning to establish on the ILS28R Localizer: Looking at the above screenshot, we see that the aircraft remains in VNAV mode, with the flight management system controlling speed and vertical profile. Also, LOC is displayed, signifying that the localizer has been intercepted, but note that the aircraft is well left of the final approach course. The G/S is alive, speed is reducing toward 207kts and the aircraft is turning left to establish on the final approach course. The FMC has set MCP COURSE to the final approach course, and the MCP ALTITUDE is set to 1800 feet in anticipation of G/S intercept. When established on the LOC, arm APP. This tutorial executes an autoland, so other the autopilots engage automatically at 1500ft AGL. 1500ft AGL on an autoland is also the point when the autopilots control the rudder, so applying trim to the rudder will have no effect. That’s important to know for an engine out event! The rudder remains under autopilot control until (1) the autopilot is disengaged after the landing or (2) after the first roll mode is selected on a go around, usually at 400ft AGL. Do not be late arming the LOC or the APP modes as things happen in a hurry at this point. Extend FLAPS according the flap extension scheduled display on the Speed Tape. Stay ahead of the aircraft and don’t hesitate to pause the sim if you need more time to understand what is occurring. Now continue the procedure, and, as a one person crew, you will be busy.



Call for the LANDING checklist:

S p e e d b r a k e … … … … … … … … … … … … … … … … … . A R M E D

L a n d i n g g e a r … … … … … … … … … … … … … … … … … … D o w n

F l a p s … … … … … … … … … … … … … … … … … . _ _ _ , G r e e n l i g h t

4. At glide slope intercept, lower the landing gear, verify that the gear is depicted as down on the ND and continue to extend the flaps on schedule. Set MCP speed to VRef + 5 after selecting Flaps30. Set the MCP to the missed approach altitude of 3000ft.

5. Click the input box area beside the spoiler lever to arm the spoilers, and verify that the SPEEDBRAKE ARMED is annunciated on the UPPER EICAS.


THR PANEL

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5. Glide slope capture is show below. Study the photo to ensure you understand what is depicted: the PFD FMA shows SPD, LOC and G/S in green (active modes) and LAND 3 is show in green on the PFD, indicating the all three autopilots are coupled with the flight controls. Speed is steady at VREF + 5 and the aircraft is centered on the LOC and “flying down” the glide slope. ROLLOUT and FLARE are armed (shown in white).

TIP: Energy Management (Recovery from a high and/or fast condition) and Approach Types

Using the speedbrake is the first thing which may come to mind, and in fact that is preferable to extending flaps at or close to the maximum placarded speeds due to the high flap mechanism wear factor. Use of the speedbrake is less effective at slower speeds and is not recommended beyond FLAP20. At slower speeds (under the 270kt extend limitation) the landing gear provides a tremendous amount of drag and will effectively slow the aircraft. So if you are a little too high or fast, extend the speed brake fully, reduce pitch and slow up. Then, following the PFD speed tape cues, extend flaps. If quite high or fast then extend the gear. Be advised there will be unexpected, perhaps never-before-experienced, noise in the passenger cabin if the gear is extended at 270 kts! If the aircraft is not stable (on speed and descent profile and with the engines spooled up by 1000ft AGL) then go-around. There are two types of approaches:

1. Full drag: Have the gear down and landing flaps selected by G/S intercept. (used in this tutorial)

2. Low drag: Start the approach at Flap5 with the gear up. (If the aircraft is heavy, Flap10 may

be required to stop acceleration down the G/S.) At 2000ft AGL select Gear down, Flap20 and arm the spoilers (do not arm the spoilers until the gear is down – any fault in the spoiler mechanism may trigger the spoilers to deploy to the GRD position, which you do not want to experience!) By 1500ft AGL select landing flaps. Be stable with the landing checklist complete by 1000ft AGL


And here is the full view on the final approach. The Gear is down, Flap30 is set, Autobrakes are set to 2, the Speedbrake is armed and the missed approach altitude is set.

6. After touchdown apply reverse thrust as required, verify that the spoilers are extended and that the autobrakes are working properly. The automatic system will track the LOC to maintain lateral position on the runway. After slowing to 60 knots, disengage reverse thrust. Disarm the autobrakes before reaching taxi speed. Disconnect the A/P and A/T prior to exiting the runway. Steer the aircraft manually at that point.

Note: On a manual approach disengage the A/P and A/T before the aircraft reaches 500ft radio altitude

and start manual control. This gives time to get a “feel” for the aircraft and weather conditions and avoids having to retrim the aircraft. At about 40ft radio altitude, slowly close the thrust levers to the idle position and flare the aircraft. Follow the autoland approach procedure for reverse thrust, spoilers, autobrakes, etc.


7. Exit the runway and taxi to the KSFO International Terminal, remembering the taxi speeds we discussed on departure from EGLL.

NOTE: Hardware throttle quadrant thrust levers must be brought to idle BEFORE the main landing gear touches down on the runway. Do this in a smooth swift action in order not to disturb the A/T.


After Landing Procedure

Start the After Landing Procedure when clear of the active runway.


1. Move or verify that the SPEEDBRAKE lever is DOWN.

2. Start the APU as needed.

3. Set exterior lights as needed.

4. Set the AUTOBRAKES to OFF.

5. Move the flap lever to UP.

6. Set a transponder mode as required by arrival

airport directives. 7. Turn off the TERRAIN switch.


Shutdown Procedure

After stopping in the parking area or at the gate, we can start the shutdown procedure.

1. Set the parking brake and confirm that the PARK BRAKE SET message is shown on the EICAS.

2. Set electrical power as needed. As the APU

was already started, push the APU GENERATOR switches and verify that the ON lights are illuminated.

If external power is needed, have the ground crew connect power and engage it as described on page 24.

3. Place Hydraulic demand pump 4 selector in AUX.

4. If parked and pushback or towing is not

needed, set Hydraulic demand pumps 1,2,3 to OFF.

5. Set the FUEL CONTROL switches to

CUTOFF. 6. Set the SEATBELTS selector to OFF.

7. Set the fuel pump switches to OFF.

8. Set the NACELL and WING ANTI-ICE switches to OFF.

9. Turn off the BEACON light switch.

THR PANEL


LEFT FWD OVHD PANEL

THR PANEL

AFT ELEC PANEL




LEFT FWD OVHD PANEL


Call for the SHUTDOWN checklist:

H y d r a u l i c p a n e l … … … … … … … … … … … … … … … . … … . S e t

F u e l p u m p s … … … … … … … … … … … … … … … … … … … . O F F

F l a p s … … … … … … … … … … … … … … … … … … … … … … . . U P

P a r k i n g b r a k e … … … … … … … … … … … … … … … … … … . . . _ _ _

Fuel control switches………………………………………………… CUTOFF

Wea the r rada r………………………………………………….. .OFF


10. Check status messages. 11. Set the transponder mode selector to

STANDBY. 12. Set Hydraulic demand pump 4 selector to

OFF. 13. Position the APU selector as needed.

CENTER FORWARD INSTRMENT PANEL

AFT ELEC PANEL

LEFT FWD OVHD PANEL


Secure Procedure

The secure procedure is started after completing the Shutdown Procedure.

Call for the SECURE checklist:

IRSs………………….…………………………….………………………...OFF E m e r g e n c y e x i t l i g h t s … … .… … … … … … … … … … … … … O F F

P a c k s … … … … … … … . … … … … … … … … … … … … … … . . O F F

Now you have completed the entire flight process. Well done, captain!

The tutorial ends here, but please do not forget to read the iFly 747-400 AOM for much more detail.

1. Set the IRS mode selectors to OFF.

2. Set the EMERGENCY LIGHTS switch to

OFF.

3. Set the AFT CARGO HEAT switch to

OFF.

4. Set the PACK control selectors to OFF.

LEFT FWD OVHD PANEL




IFly 744 Tutorial

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