PMDG 747-400 Tutorial: EGLL to KLAX

PMDG 747-400 Tutorial

Heathrow to Los Angeles International

Craig Read

Contents

1 Introduction ........................................................................................................... 3

2 Tutorial Setup and Assumptions ........................................................................... 5

2.1 Tutorial Assumptions .................................................................................... 5

2.2 Tutorial Setup................................................................................................ 5

2.3 Setting Up the Flight Simulation................................................................... 6

3 Planning................................................................................................................. 7

3.1 Brushing Up .................................................................................................. 7

3.2 Flight Plan BA0283..................................................................................... 10

3.3 NATS (North Atlantic TrackS) Planning.................................................... 13

3.4 Weather ....................................................................................................... 13

3.5 Alternative Airports and NOTAMS............................................................ 14

3.6 Fuel planning............................................................................................... 16

4 Welcome to Flight BA0283 ................................................................................ 24

4.1 Introduction to the Cockpit ......................................................................... 24

4.2 Cockpit Safety Inspection ........................................................................... 25

4.3 Cockpit Preparation..................................................................................... 35

4.4 Push and Start.............................................................................................. 81

4.5 Taxiing to 27L for Takeoff.......................................................................... 91

4.6 Takeoff and Climb ...................................................................................... 96

4.7 The Cruise ................................................................................................. 127

4.8 The Descent............................................................................................... 141

4.9 Hold and Approach ................................................................................... 173

4.10 Taxi to the Gate and Shutdown................................................................. 194

5 Supplemental..................................................................................................... 210

6 References ......................................................................................................... 211

1 Introduction I decided to write this tutorial as I never really found a single flight tutorial which

covered all the aspects of planning and flying this aircraft in the detail I wanted. This

is in no way a slight on other efforts, there are a number of other very good tutorials

out there that are very detailed, but this here is for the “average everyday” with little

knowledge of aviation or the operation of a 744 (Boeing 747-400). This tutorial

explains how things are done, when they are done, and why they are done. I’ve

attempted to give an understanding of the interactions with Despatch, Ground and Air

Traffic Control (ATC) to make the experience as close to real life as I can, and

educate those who are not totally familiar with operations.

The tutorial aim is to compliment already existing tutorials on the PMDG (Precision

Manuals Development Group) website, and also compliment the manual, there are

some elements of this tutorial that go beyond the PMDG manual (the Flight

Management Computer, FMC holds is an example). If you haven’t already done so, I

would recommend downloading and printing the PMDG tutorials and running through

them as they are an excellent insight to this simulation and 744 operations, and the

experience doing those will better equip you for this flight we are about to do.

The tutorial starts at Heathrow London and is a real world British Airways flight of

number BA0283. The flight is from London Heathrow (airport code EGLL) to Los

Angeles International (airport code KLAX), departing gate D10 at approximately

11:55 on the 25th April 2006 at Heathrow, with an expected arrival time 14:55 on the

25th April 2006 at Los Angeles, with an approximate flight time of 11 hours making it

a long day flight. This flight is a real flight number, real date and time and with the

actual airline that operates it, however the gate is fictitious, and with simulation speed

variability and omission of adverse weather, the 11 hours will go considerably quicker

so don’t panic!

Firstly, why did I select this flight? Well I wanted a flight that is truly representative

of 744 operations, the 744 is not the most efficient shuttle to and from close airports

and is used mainly for long haul flying. I wanted a real flight that the users of this

tutorial could relate to the real world, also a flight of this kind provides more scope in

terms of using the aircraft systems, for example fuel control and configuration.

The tutorial will take the enthusiast right through all stages, from installing the tutorial

files, to setting up the simulator, the despatch office and operating the aircraft from

pre-flight to shutdown with concise (I hope) step by step instructions and

explanations. The enthusiast will be given ATC dialogue, in the correct context and

language structure so interaction is understood.

There are however some areas where the tutorial is unrepresentative (sometimes this

is deliberate to demonstrate functionality and give the PMDG Queen the justice it

deserves), we are at the end of the day flying a PMDG simulation on Microsoft Flight

Simulator (MSFS) at our computers and not the real bird at Heathrow. However,

where the tutorial is non-representative for illustration or demonstration purposes or

due to limitation, this is highlighted and the real world likely event(s) outlined for the

user to take note of, so they can adapt their flying style (safety first, but oh yes, style

is important!).

My hope is that users will then take this tutorial a second time as a reference guide

and not follow it to the letter, but make their own judgements and setups as they go,

as informed pilots. After all, that’s what real flying of this bird is all about!

This is a live tutorial, there will errors in here, I am not a qualified pilot and I want the

comments to correct and complete the tutorial to maximise the realism. This tutorial

is not only here for you, but also for me to update my knowledge and understanding

of 744 operations, procedures and practices, I will do my best to update it with

revisions (with revision notes so changes are very visual) so you can update your

knowledge too with me.

As for additional reading, this tutorial will be a lot easier if you have already had a

look at the PMDG manual and tutorials for the 747. If you’re an even bigger fan (like

me), I recommend buying the ITVV DVD Boeing 747-400 Virgin Atlantic, it is by far

the best DVD on flying the 747-400 that’s around and you’ll recognise a lot of aspects

of this tutorial within that DVD (I learned a lot about procedure and practices from

this educational film). The crew are brilliant and explanations of procedures and

controls are clear, concise and cover a lot of aircraft operations, in honesty I cannot

recommend that DVD enough it’s a must have for true fans. I found another ITVV

DVD Boeing 747-400 Cathay Pacific but this was not nearly as detailed or

informative as the Virgin Atlantic DVD. The captain did note that there were some

difficulties when the film was created and as a result it wasn’t quite as he planned.

The Cathay DVD is a much less in depth view of the aircraft and its operations, a

more introductory than educational film. However, on saying that, there are a few

moments within this DVD that are useful (climbing from stall speed, engine starts). If

you’re a big fan of the 744 buy them both, if you’re on a budget and can only get the

one, but the Virgin Atlantic DVD.

I really hope this helps you understand and operate the 744 simulation that PMDG

have created, I myself find it an excellent simulated aircraft to fly, and as a fan of

other simulations, I find this one is a very good representation, if not the best for the

744 within the MSFS environment.

2 Tutorial Setup and Assumptions

2.1 Tutorial Assumptions

The following are a set of assumptions that I have made while producing this tutorial,

if you are unfamiliar with any of the following, please do a little reading up and

familiarise yourself before attempting this.

1. Familiar with MSFS 2004 controls and features including; weather, setting up

aircraft.

2. PMDG 747-400 Queen of the Skies is installed with all updates.

3. Familiar with Virtual Cockpit functions.

4. Familiar with operating aircraft switches in MSFS 2004.

5. Understand gauges, altitudes, airspeed indications, headings, and the meaning

of pitch, roll and yaw.

6. Reasonable level of familiarity with the PMDG 747 Queen of the Skies flight

deck layout.

7. Basic knowledge of aviation charts.

If any of these you would consider you’re missing, please brush up your skills or

knowledge before you attempt this.

2.2 Tutorial Setup

This tutorial comes with a set of files, these are as follows:

1. A flight plan for BA0283, “BA0283.rte”.

2. Save files for MSFS, “EGLL to KLAX Tutorial Cold and Dark.WX”, “EGLL

to KLAX Tutorial Cold and Dark.FLT”

3. PMDG panel state file, “EGLL to KLAX Panel State.SAV”

4. This document. “PMDG 744 EGLL to KLAX Tutorial Version 1.0.PDF”

The required programs and files are as follows (no charts are provided as some are

subject to distribution restrictions):

1. Microsoft Flight Simulator 2004.

2. PMDG 747-400 Queen of the Skies.

3. PMDG 747-400 Load Manager (Passenger).

4. The charts for Heathrow; SIDs, taxiways, holding areas. Try using

NAVGRAPH http://www2.navigraph.com/www/default.asp

5. The charts for Los Angeles International airport; STARs, taxiways, holding

areas. Try using NAVGRAPH http://www2.navigraph.com/www/default.asp

6. British Airways Rolls Royce Engines livery for the 747-400 found on the

PMDG website at the following address,

http://www.precisionmanuals.com/html/downloads/747.htm

7. ARIAC revision 702 navigation data is installed within the PMDG 747

(http://www2.navigraph.com/www/fmsdata.asp)

8. ARIAC revision 702 SID STARS are installed within the PMDG 747

(http://www.navdata.at/php/sidstar/aio.php)

The installation is as follows:

Step 1 - Copy the “PMDG Tutorial EGLL KLAX.sav” file to the C:\Program

Files\Microsoft Games\Flight Simulator 9\PMDG\747400\PanelState” directory.

Step 2 – Copy the “BA0283.rte” file to the C:\Program Files\Microsoft Games\Flight

Simulator 9\PMDG\FLIGHTPLANS” directory.

Step 3 – Copy the Save files for MSFS, “EGLL to KLAX Tutorial Cold and

Dark.WX”, “EGLL to KLAX Tutorial Cold and Dark.FLT” to your “My

Documents\Flight Simulator Files\” directory.

Step 4 – Install the British Airways livery via the PMDG install program.

If these files are not copied to the appropriate directories correctly, the tutorial will

not flow smoothly.

Please be aware if you plan to print this, that the tutorial is 211 pages long and has a

very high number of colour illustrations, as a result it may use a substantial amount of

paper and ink.

2.3 Setting Up the Flight Simulation

Before we start the flight, we must setup the Microsoft Flight simulator and the

PMDG 747-400 Queen of the Skies simulation. Load the PMDG 747-400 load

manager and set up the following as your weights:

1. Fuel weight 151,600Kgs

2. Pax Wt of 21969Kgs

3. Cargo Wt 31760Kgs

4. Check the Zero Fuel Wt is 232,535Kgs

Make sure the values are correct and then click save to file.

The elements of the simulation that need setting up are as follows:

• The current weather

• The ATC and traffic

The weather must be set to clear skies, I have inferred there is no weather other than

perfect conditions throughout. Once the user has completed the tutorial with no

weather, trying with real world weather might be good experience.

For the purpose of this tutorial, we are not going to use ATC at all, and also remove

the generated traffic from the simulation. I understand that this is highly unrealistic in

real world operations, but the ATC within Microsoft Flight Simulator is not

sufficiently realistic in itself to simulate IFR flights properly. I will prompt you with

appropriate dialogue with ATC as and when it would happen. For obvious reasons I

have not included every scrap of ATC to aircraft communication, it would fill this

whole document, I have highlighted those important parts.

Once complete, load the flight “EGLL to KLAX Tutorial Cold and Dark” from the

MSFS save menu, and let the tutorial begin.

3 Planning This section details the flight planning for this flight, along with fuel planning, step

climbs, arrivals and departures.

A lot of work has been put in to try to emulate the real world planning activities,

omitting weather chart information as we know the weather.

Although you have just loaded the simulation, it may be a good idea to pause, and

grab a coffee while we go through all the paper work at the dispatch office.

3.1 Brushing Up

Before we continue with flight planning there are some things that we need to

understand before doing our detailed plan. First is runway orientation, every airfield

has two runways, even if there is only one expanse of tarmac, the numbers of the

runways are a reference to their orientation, let me show you what I mean. At

Heathrow airport there are two runways, that run from East to West in a parallel

formation, with the terminal buildings between and to the south. Imagine the runway

as a one way street, we can’t have aircraft taking off and landing from either end, or

it’s going to get chaotic, aircraft may land and another aircraft be directly in front on

final for the same runway! Not good at all! So a runway is one way, at all times, but

which way? That usually depends on the winds at the airfield, there are some

exceptions due to noise and residential areas but essentially aircraft take off and land

into a head wind or as close as possible. So back to these numbers, two runway

tarmacs at Heathrow, and yet four runways!? Well it’s simple, if the direction of the

runways is East to West, the active runways are 27L and 27R, and the 27 indicates the

orientation, 270 degrees heading. If the wind were to change dramatically, ATC

would reconfigure the traffic to land West to East on 09L and 09R. How do you

know which is L and which is R? This is simply as you see the runways on your

approach, the runway to the left, is L and to the right is R. Let me show you what I

mean now on a diagram.

Figure 1 - Runway orientation.

As you can see approaching from the West, means we will land at a heading of

approximately 90 degrees. The runway on the left is 09L and on the right 09R as we

look at it. The same goes for 27 left and right. Using wind information we are able to

predict the runways that are likely to be in operation at a given time.

The next item to go through are Standard Instrument Departures (SIDs) and Standard

Terminal ARivals (STARs). These are essentially set routes for leaving an airfield’s

airspace and entering it. Think of them like small roads to and from a motorway,

except here the motorways are airways and the small roads are the SID (going to the

motorway) or STARs (leaving the motorway).

The understanding of SIDs and STARs are key elements of flight and are vital to all

commercial operation. SIDs and STARs have names, and charts that detail the routes

and heights that must be followed. Let me show you an example of one.

Please dig out your WOBUN 2F chart, normally the chart will show 2 SIDs. These

are for Heathrow airport and the SIDs are known as WOBUN 2G, WOBUN 2F,

sometimes the SID chart will also display the 09 runway departures BUZARD 2K and

BUZARD 3J too. If you look closely you’ll notice that WOBUN 2F departs from the

27 right runway at Heathrow, and the WOBUN 2G departs from the 27 left runway at

Heathrow. When an aircraft is given IFR clearance, they are given departure

instructions, and often a SID to follow, this chart shows a selection of SIDs depending

on the runways in use. There are a number of different SIDs, some will depart south,

east and west depending on your flight plan direction you will be given an appropriate

SID.

Take a look at the chart, it shows waypoints, beacons, VORs and height restrictions.

An underline on the height means, at or above, under and over lines mean pass at this

altitude. The same exists but in reverse for approaches to airports, these are called

STARs, but they do not normally end at the runway itself, as often aircraft once

within a certain range, we be get vectored (directed, or steered) as they get close.

The other consideration is altitude transitions, QNH (milibars), Inches and Flight

Levels (FL). Altimeters use pressure differentials to calculate altitude at any given

time. Since the pressure outside changes due to weather, it is necessary to tune the

altimeter so the displayed 0 feet is in fact 0 feet (sea level, airfields will obviously be

above that, this is airfield elevation, for Heathrow this is on the chart and is between

71 and 79 feet above sea level) at the start of a flight. An airport weather station will

have the altimeter setting and will broadcast this on a set radio frequency along with

other useful information such as winds, temperatures, cloud cover and precipitation

using the Automatic Terminal Information Service (ATIS).

In our case we will not be using any adverse weather conditions, so the QNH and

Inches settings will be normal or standard at all altitudes, including on the ground.

The normal settings are 1013 for QNH (the UK uses QNH as the units for altitude

tuning) and 2992 for Inches (the USA uses the imperial Inches units for altitude

tuning). As you can see there are variations between the UK and USA systems for

calculating altitude. Once crossing over to the USA when we receive altimeter

settings they will be in inches, and while in the UK they will be given in QNH, the

altimeter you will see has both as options to aid tuning.

The setting units are not the only differences between UK and USA airspace rules.

The next subject to touch on will be “transition” altitudes and levels. In the UK a

standard transition altitude of 6,000 feet is commonly used, in some cases it can be

lower at 5,000 feet. SID charts like the one we just looked at often display the

“transition altitude” used for a set airfield departure, these are different to transition

levels, which we will touch on in a moment. Transition altitude is the altitude at

which the QNH or Inches settings of the altimeters becomes the standard setting

(1013QNH, 2992 Inches) regardless of the weather conditions or settings below.

Beyond this altitude, altitudes are referred to as Flight Levels (FL) and no longer in

feet.

Flight Levels (FLs) are in the following format, FL then the altitude in 100’s of feet,

for example 18,000 feet in standard setting after transition altitude would be refered to

as FL180 (spoken as Flight Level One Eight Zero), 32,000 feet would be FL320

(spoken as Flight Level Three Two Zero) and so on (FL100, FL200, FL300, may be

referred to as Flight Level One, Two, or Three Hundred).

Why do we change to standard and use flight levels? Well essentially it is to ensure

that aircraft flying within the higher airspace are all using the same altimeter setting

datum, this helps planning and reduces the possibility of errors, whilst reducing the

workload on ATC (not having to update the settings all the time).

Let me give you an example; BA0282 is at Heathrow (so it’s in UK space and using

QNH), and the QNH given on the ground airport information, is 1017. The pilot will

then tune this into the altimeters on the aircraft, after take off the pilot starts the climb

to his 3,000 feet initial altitude, ATC may ask them to then contact departure. The

altimeter setting for departure may be different, perhaps 1016 (although since it’s so

close it’s unlikely it will change till a much greater distance), this will then be tuned

by the pilots. After ATC further clear the pilot to climb to 5,000 feet and then to

Flight Level 180. When passing 6,000 feet (the Transition Altitude in the UK for

Heathrow airfield) in the climb to FL180, the pilot will call “transitions” and then set

them the altimeters to 2992 IN or 1013 QNH and cross check all the altimeters to

verify they are reading the same altitude, this is known as “set and cross checked”.

Beyond this point all altitudes are flight levels and ATC will not use altimeter

settings.

As a matter of course ATC will never ask a pilot to hold at FL065, why? Well there

is a possibility that the ground altimeter setting when changed to standard may invade

the standard airspace above. There is usually a 1,000 feet minimum separation or

gap from the transition altitude, and the top of this extra 1,000 feet is known as the

transition level. Incidentally, if 6,000 feet is the transition altitude, the altitude

setting applies to an includes 6,000, the first flight level, will be FL070, the transition

level.

I imagine you’re all looking confused now and wondering what on earth I am talking

about. Well imagine that your current altimeter setting is 1018QNH, as given by the

controller, as you pass 6,000 feet (transitions altitude) you then set the altimeters to

the standard setting 1013QNH or 2992IN you cross check the altimeters and verify

they are reading the same height. But remember, when you SET them to

STANDARD, you were NOT at standard settings, you were at 1018QNH setting, as a

result the 6,000 feet transition altitude at 1018QNH is in fact 6,100 feet at 1013QNH.

See what I mean? You may find that your altitude may read more at 6,150 for

1013QNH despite it reading 6,000 feet exactly for 1018QNH, or perhaps it could

even be the opposite and be 5,850 feet for what was 6,000 feet in the previous setting

before transitions. Take a look at Figure 2 and you’ll begin to see what I mean (TA –

transition altitude, TL – transition level).

Figure 2 - Transition altitudes and levels.

Because there will be a difference, ATC will ensure you climb to 1,000 feet clear of

6,000 feet transition altitude (FL070) as a minimum to account for this possible

invasion of airspace, insuring you are not between transition altitude and level in the

transition zone. If you don’t understand this now, don’t panic you won’t need to

know this in detail for the flight in this tutorial, but you’ll need to know when flying

with real weather conditions and pressure settings on VATSIM or the like.

Another thing to remember is that in the USA transitions is not 6,000 feet, it is in fact

18,000 feet. You will notice that Boeing have set the transitions at 18,000 feet as

standard within their FMC and it may complain when you attempt to use 6,000 feet to

change your altimeters to standard setting, but there is no need to worry and we can

set the FMC to use the correct transition altitude by programming it.

There are also other subtle differences between the operations in the air. In the USA,

typically when you are asked to descend you will be expected to descend as rapidly as

possible initially and then reduce the descent rate to 500 feet per minute over the last

1,000 feet of the descent. The aim is to cut down on the number of traffic alerts and

allows ATC to judge if you are likely to attain your altitude target or not. Subtle

differences between operations but useful to know when flying there, and as pilots

you are expected to know! Try flying the tutorial again a second time with these

things in mind, using the avionics and automatics to manage the descents in this

manner, it might be good practice for you! At this point I’ve chosen to ignore this

subtle difference, although through explanation of various systems you will be able to

see how you could descend in this manner.

3.2 Flight Plan BA0283

Ok, with our brushing up out the way we are ready to start planning, let’s start by

looking at our flight plan for the day. Table 1 shows the flight plan BA0283 that we

will follow on this flight, you’ll notice that the time here is a little optimistic at less

than 10 hours 20 minutes, with real weather conditions and the taxi and takeoff times,

we’ll in reality we’d be pushing closer to 11:00 for our flight, however with our

weather settings (no headwinds aloft etc) we might get closer to 10 hours flight time.

It is also important to notice that the altitudes shown here do not include any other

climb, but set a constant altitude of FL380 throughout. In our case we will be cruising

initially at FL320 and using step climbs (a climb to another cruise altitude during the

flight), gradually climb to FL380 later on within the flight, giving us a more optimum

use of the fuel we have on the aircraft.

The flight plan here will be using a planned departure route known as WOBUN 4F,

this is our SID given to us by dispatch (which we hope to be cleared for). There is no

STAR programmed into this flight plan yet, we will do this as we get closer as it is

highly likely that this could change due to weather conditions on route in reality, so in

keeping with real world operations we won’t set one. Normally pilots would check

the destination airport information and weather before take off and use the ACARS

(Aircraft Communications Addressing and Reporting System) to keep an eye on this

in flight so they can predict the approach that will be requested, before departure

dispatch will often attempt to predict the STAR and if it is confirmed on route it will

be programmed. We’ll fly blind for now but we’ll probably be using an approach

from the East to the airfield, but we will have time to change our STAR as we

approach Los Angeles International Airport.

ID Name Distance Altitude Latitude Longitude Time

EGLL LONDON HEATHROW

8 80 N51:28:16 W00:27:10 00:00:00

BUR BURNHAM 12 2000 N51:31:08 W00:40:38 00:01:14

BNN BOVINGDON 13 5000 N51:43:34 W00:32:59 00:03:05

BUZAD BUZAD 24 FL080 N51:56:32 W00:33:08 00:05:06

DTY DAVENTRY 55 FL140 N52:10:49 W01:06:50 00:08:48

TNT TRENT 43 FL270 N53:03:14 W01:40:12 00:17:19

POL POLE HILL 19 FL380 N53:44:38 W02:06:12 00:23:58

SETEL SETEL 52 FL380 N54:43:19 W02:26:09 00:26:17

DCS DEAN CROSS 78 FL380 N54:43:19 W03:20:26 00:32:39

GOW GLASGOW 150 FL380 N55:52:13 W04:26:44 00:42:12

STN STORNOWAY 159 FL380 N58:12:25 W06:10:58 01:00:34

6010N 6010N 425 FL380 N60:00:00 W10:00:00 01:20:03

KEF KEFLAVIK 119 FL380 N63:59:13 W22:36:52 02:12:05

GIMLI GIMLI 80 FL380 N64:38:24 W26:58:42 02:26:39

6530N 6530N 251 FL380 N65:00:00 W30:00:00 02:36:27

6540N 6540N 251 FL380 N65:00:00 W40:00:00 03:07:11

6550N 6550N 251 FL380 N65:00:00 W50:00:00 03:37:11

6560N 6560N 231 FL380 N65:00:00 W60:00:00 04:08:39

YFB FROBAY 330 FL380 N63:44:30 W68:28:24 04:36:39

6280N 6280N 313 FL380 N62:00:00 W80:00:00 05:17:21

6090N 6090n 146 FL380 N60:00:00 W90:00:00 05:55:41

YYQ CHURCHILL 247 FL380 N58:44:30 W94:08:07 06:13:33

YYL LYNN LAKE 173 FL380 N56:51:51 W101:04:31 06:43:48

YVC LA RONGE 118 FL380 N55:09:30 W105:16:00 07:04:59

MEETO MEETO 130 FL380 N53:35:36 W107:21:24 07:19:26

YWV WAINWRIGHT 157 FL380 N52:58:53 W110:50:00 07:35:21

YYC CALGARY 134 FL380 N51:06:54 W113:52:55 07:54:34

ONEAL ONEAL 95 FL380 N48:58:09 W114:56:59 08:10:59

MLP MULLAN PASS 305 FL380 N47:27:24 W115:38:45 08:22:37

REO ROME 200 FL380 N42:35:25 W117:52:05 08:59:58


FMG MUSTANG 49 FL380 N39:31:52 W119:39:21 09:24:27

GENNE GENNE 96 FL380 N38:42:54 W119:38:06 09:30:27

FRA FRIANT 111 FL380 N37:06:15 W119:35:43 09:42:12

DERBB DERBB 64 FL380 N35:15:21 W119:38:29 09:55:48

FIM FILLMORE 12 16000 N34:21:24 W118:52:52 10:07:18

SYMON SYMON 7 12000 N34:09:53 W118:48:38 10:09:27

SADDE SADDE 5 10000 N34:02:20 W118:45:52 10:10:42

BAYST BAYST 9 8000 N34:01:46 W118:39:49 10:11:36

SMO SANTA MONICA 9 5000 N34:00:36 W118:27:24 10:13:13

3401N/1

1816W

3401N/11816W 8 2000 N34:01:00 W118:16:00 10:14:50

KLAX LOS ANGELES 125 N33:56:33 W118:24:29 10:16:17

Table 1 - BA0283 Flight Plan.

The flight plan displays the name of the navigation waypoints we are going to use as

well as their identifiers (ID). The FMC (Flight Management Computer) on board the

aircraft will display these IDs during the flight on the navigational displays and within

the route, legs and progress pages of the management computer which we will come

to later. The latitude and longitude information is here so we can check our input

waypoints manually if we need to.

Note the trip distances when summed equal 4939NM (Nautical Miles), this is the

length of the trip we are about to undertake. It would be advisable to print out a copy

of this plan in rough form for checking against the plan stored within our FMC

onboard the plane (future reference, for creating flight plans I personally recommend

the FSBuild programme, which can be bought online at most good simulation

retailers).

Now we have our flight plan, it is important to consider the alternative airports that

we could have to divert to. It is not practical to consider every single airport on the

route as a potential for a landing, but if something happens we’ll have to think fast

and program a diversion, so we need to know our options!

I like to keep a plan of what I’ll do in the event of a diversion handy, keeping copies

of charts for potential alternate airfields too. For the purpose of this flight we are

going to use Ontario or KONT as our diverted airfield, as it is close by and typically

less crowded than Los Angeles. So let’s look at Ontario International Airport so we

have an idea of what we can expect.

Ontario is about 50NM from Los Angeles, and actually we pass over it on the way to

the Los Angeles airfield, so not much of a diversion is required at all, it has 4 runways

all over 10,000 feet long so it can easily accommodate us, and not only that, it

supports large jets so we’ll have the ground equipment available for refuelling and

maintenance as well, an excellent choice I think.

Due to the close proximity of the alternative airport to the Los Angeles flight plan it is

fine to not worry too much about planning a diversion route. In reality any diversion

would be handled by ATC anyway, and the close proximity would mean a few minor

course corrections and FMC configuration changes for the approach, but certainly

nothing to be too concerned about.

3.3 NATS (North Atlantic TrackS) Planning

This is an additional to the flight planning, in our current plan we simply opted for a

company route, or a pre-determined flight plan for BA0283, however in reality things

are not this simple. Flight planning for cross Atlantic trips is more complicated than

I’ve made out, it is not just a case of drawing in waypoints and filling them into the

FMC, North Atlantic crossings are actually carefully controlled and monitored. Let

me explain this further.

North Atlantic TrackS or NATS are pre-determined crossings for the Atlantic. These

tracks are updated on a regular basis and when creating a flight plan one would opt to

use one of the current tracks for that day. In doing so you need to obtain an additional

clearance for that particular track, why? Well the Atlantic Ocean does not have radar

cover over it, or at least not in its entirety, as a result ATC cannot see aircraft

travelling over the Atlantic. So how do they control them? Well aircraft when

requesting their IFR clearance will also request clearance for the track they have

opted to fly. This clearance is obtained, in our case from Shannon Centre, and comes

with times speeds and altitude restrictions. The times are for our entry (first waypoint

of the track) onto a North Atlantic Track (NAT), we must enter the track within set

times that we have been cleared for and verify that we have entered it. We must then

fly at the set speed and altitude assigned so that with projection Shannon Centre can

work out where we are as we fly the track and how far we are from other aircraft also

on that track to maintain safe separation. Also when flying the track we must give

position reports as we pass waypoints, giving height and speed to keep Shannon

informed of our progression and for them to update their view of the aircraft in the

track. If we wish to change our course, height or speed we must first obtain

permission from Shannon. The same system exists for Pacific crossings, and they are

known as NOPTS and obviously controlled from a different ATC centre.

If you wish to explore flight planning internationally over the Atlantic, further reading

on these tracks is necessary. However this would simply affect the routing and

clearance procedures and not much more for us in this simple tutorial. I do believe

that it is important to bring these aspects of planning to your attention and illustrate

the reality of Trans-Atlantic flight planning.

3.4 Weather

At this point in time I decided I would not complicate matters with difficult weather

conditions so we’ll set those as clear and sunny all the way. If you wish you try

different weather conditions for the flight please do so and see how you get along.

Challenging weather for takeoff and landing can be a lot of fun (on a simulator, not

necessarily in the air for real!) so give it a try and see how your newly found skills do.

Don’t forget to remember the altimeter settings for QNH and IN for the different

weather.

In reality we would optimise our route for high winds aloft and calculate an average

wind component that would influence the flight time and fuel burn. We will not have

this problem on our flight so we’ll ignore it. If we were to include it, it would

probably mean that we get to Los Angeles a bit later (due to winds, it’s quicker to fly

from LA to London than vice versa).

3.5 Alternative Airports and NOTAMS

It is important to decide on route our potential landing airports. If for any reason we

were forced to land early, perhaps a technical fault, or perhaps a medical emergency

on the aircraft, it is nice to know the airfields that are available and their status. To do

this we must look at the weather charts for those airfields (which we know will be

sunny skies so every field that can accommodate us landing is a potential) and the

NOTAMS.

Notices to Airmen (NOTAMS) are very important before setting out our flight plan

alternate airfields. These tell us if the field is open, its status, for example if a runway

is closed, etc. if equipment on the airfield that we need to navigate is undergoing

repair. Company NOTAMS are also a part of the dispatch office paper work and

contain information regarding the company we are operating for, it may be simple

things such as promotions etc. but there is the potential for changes to flight plans or

operating procedures that need to be noted. I believe a big NOTAM would have been

when all flights were made non-smoking for British Airways for example. In our case

we checked the company NOTAMS and there were none that will affect our flight

today.

So let’s look at our flight plan and the potential airfields on route, while doing so it’s a

good rule to calculate the equidistant point between two adjacent fields to give a good

idea as to which airfield we should divert to in case we have a problem (Airbus

aircraft do this automatically for you, I wish the 747 did!). For example, if we have a

problem over the early stages crossing the Atlantic, is Glasgow airport closer than

Reykjavik airport in Iceland? We can work out the distance between the two and

once we cross this half way mark, we know that we are closer to Reykjavik and will

divert there if we need to, simple huh? This information will come in mighty handy

and we can use it to program fixes (making full use of the aircraft systems) into the

FMC so we can see which airports are best suited for diversion, we’ll come to that

later on.

Now before we proceed and start selecting airfields and calculating distances, it’s

important to realise that not all the airfields we cross over will be suitable for landing.

Some will not be able to accommodate us as they have short runways, some may not

have adequate facilities to fuel, prepare unload or even protect us if we have a fire,

with lack of adequate fire cover for an aircraft of this size. So although we could

potentially land at some airfields because the runway is long enough, we’d really

rather avoid it and land somewhere with better protection for us and our passengers.

Only if we ABSOLUTLEY must get down in the quickest possible time would we

think about landing at such an airport.

So let’s have a look at our flight plan then and see where we are and which airports on

route might be suitable.

Airport Name and

Code

Airfield

NOTAMS

Expected

Runways

Previous Airfield and

Distance

Next Airfield and Distance

Manchester, EGCC None 24R Heathrow, EGLL

130NM

Glasgow , EGPF

170NM

Glasgow, EGPF

None 23 or 05 Manchester , EGCC

170NM

Reykjavik, BIRK

700NM

Reykjavik, BIRK

None 20 or 02 Glasgow, EGPF

700NM

Kangerlussuaq Sondre Strom,

BGSF

730NM

Kangerlussuaq Sondre Strom, BGSF

None 28 Reykjavik, BIRK

730NM

Iqualuit, CYFB

1190NM

Iqualuit, CYFB

None 18 Kangerlussuaq Sondre Strom, BGSF

1190NM

Coral Harbour, CYZS

380NM

Coral Harbour, CYZS

None 18 Iqualuit, CYFB

380NM

Rankin Inlet, CYRT

240NM

Rankin Inlet, CYRT

None 14 or 32 Coral Harbour, CYZS

240NM

Regina, CYQR

850NM

Regina, CYQR None 13 Rankin Inlet, CYRT

850NM

Cold Lake, CYOD

300NM

Cold Lake, CYOD

None 13 Regina, CYQR

300NM

Missoula Intl., KMSO

500NM

Missoula Intl., KMSO None 11 Cold Lake, CYOD

500NM

Reno Tahoe Intl., KRNO

550NM

Reno Tahoe Intl.,

KRNO

None 16R or 16L Missoula Intl., KMSO

550NM

Los Angeles Intl., KLAX

350NM

Table 2 - Alternate airports on route.

Ok Table 2 shows a selection the airports on our route that we could potentially use

and the rough distances between one another. This is not exact but we can use it to

figure out where we should land if we were to have a problem mid flight. Now I

know there are other airfields on route, but I have tried to select fields that we could

land on and that have the appropriate cover. Not all these fields will have all the

appropriate cover but if we were pushed we could use them, these are examples. If

you wish to do some more research and more accurately plan this stage please do so,

it’s good practice.

Let’s look at the Table 3, this shows the radius for the mid point between each of the

airports shown here along our journey.

Airport 1 Airport 2 Distance Apart Radius Required

EGLL EGCC 130NM 65NM

EGCC EGPF 170NM 85NM

EGPF BIRK 700NM 350NM

BIRK BGSF 730NM 365NM

BGSF CYFB 1190NM 595NM

CYFB CYZS 380NM 190NM

CYZS CYRT 240NM 120NM

CYRT CYQR 850NM 425NM

CYQR CYOD 300NM 150NM

CYOD KMSO 500NM 250NM

KMSO KRNO 550NM 275NM

KRNO KLAX 350NM 175NM

Table 3 - Rough radius between airports.

It is important to realise that these figures are not exact and will need a little fine

tuning on the flight, but for now they will do as a guide. What does all this mean?

Well it means that if we are say at 70NM from EGLL on our trip, we will divert to

EGCC, if we are for instance 500NM after BGSF we will divert back to BGSF. We

also have a rough idea of the runways in use for each of the airfields due to weather

expectations, so we could potentially plan and plot an arrival course into our FMC

too. This information will come in very useful if we were to have a problem or a

passenger we to fall very ill on the plane.

3.6 Fuel planning

Ok time to plan the fuel for the flight, to start off I've done this flight and used about

130,000Kg of fuel give or take 1,000Kg at a similar weight, so we know what we're

expecting. We have a ball park figure and if we're way off then we'll go back and

look again to check the figures, what I mean by way off is in the 10,000Kgs below,

I'm more worried about the fuel level calculation being below than above this value,

I'd rather have too much and be uneconomical than too little and have to divert, could

you imagine the headlines?

The first stage is to gather the information about the flight and the weights that we

will be using.

The weights are as follows (from the initial load sheet calculation in the dispatch

office):

• Empty weight of the 747-400 is 178,806Kgs (394,088lbs)

• The PAX weight will be 22,296Kgs (49,140lbs).

• The cargo weight will be 33,348Kgs (73,500lbs).

• The max take off weight (MTOW) of the 747-400 is 397,005Kgs

(875,000lbs).

• The max landing weight (MLW) of the 747-400 is 285,763Kgs (630,000lbs).

• The max zero fuel weight (ZFW) for the 747-400 is 242,671Kgs (535,00lbs).

Ok, now we have all the weight information for our flight today, we need the flight

plan information.

The flight plan information is as follows:

• Distance of the flight is 4940NM.

• Planned cruise speed is 0.86.

• Planned altitude is standard cruise with 2,000 feet step climbs all the way to

maintain optimum cruise speeds.

• Alternate is Ontario (KONT) at a distance of under 100NM.

We also need some more information additionally to the weight and plan information:

• The airfield is Heathrow, we can expect reasonably short taxi time.

• Los Angeles this time of year should not be too busy so we can expect a short

taxi time.

• There are no adverse weather conditions on route or at our destination.

Like I discussed before, I am assuming clear skies all the way, in reality there would

be a wind component to consider and that must be taken into account when

calculating the fuel required.

Ok now it’s time to start work on calculating the fuel we require for the flight. The

first stage is to calculate the ZFW of the aircraft.

ZFW = Empty Weight + Pax weight (Passengers) + Cargo weight

178,806Kgs + 22,296Kgs + 33,348Kgs = 234,450Kgs

ZFW = 234,450Kgs

We can compare this with the max ZFW of 747-400 which is 242,671Kg, as you can

see we're below by 8,221Kg so well within limits.

The next stage is to calculate the planned landing weight (PLW) of the aircraft at Los

Angeles. The planned landing weight is the weight the aircraft will be if we land on

the runway without burning any of our reserve or contingency fuel. On a trip of this

length, typically a 747-400 will carry 45 minutes extra fuel for holding, alternate fuel

and a minimum fuel (MIN FUEL), so our planned landing weight (PLW) will consist

of those factors along with the ZFW of the aircraft.

PLW = HOLD FUEL + ALT FUEL + MIN FUEL + ZFW

Ok, so MIN FUEL is the first item we will deal with, this is typically 10,800Kgs on a

long haul international flight and about 8,500Kgs for an internal, we are international

so 10,800Kgs is the MIN FUEL we will use. Some companies will have policies on

this weight so if you are flying for a VA in the future you will have to adhere to their

policy.

ALT FUEL (fuel required to fly to alternate) and HOLD FUEL (fuel required to hold

for 45 minutes) really require the weight of the aircraft at that time to be calculated

properly, but for the ALT FUEL in this instance you assume the minimum landing

fuel (MLF) plus the ZFW. Why do we do this? Because we'll have burned most of

our holding fuel before we divert, the holding weight will be:

Weight of the aircraft when holding = ZFW + MLF + ALT FUEL

As the weight of the aircraft will contain all our contingency fuel for the alternate and

minimum fuel as we won't have diverted to burn any extra yet, we are still holding for

Los Angeles after we have been in this hold and are diverted to the alternate, our new

landing weight will be the minimum landing fuel and the ZFW.

MLF (if we are diverted and use our hold reserve) = ZFW + MIN FUEL

245,250Kgs = 234,450Kgs + 10,800Kgs

At this point it is a good idea just to glance at max landing weight again and check it

against the MLF here, to make sure we're below, and we are.

The next stage is to calculate the ALT FUEL from the planned destination and the

alternate. Looking at the table on 2-9 of the PMDG manual we'll use 100NM as the

distance between Los Angeles and Ontario. In reality they are only 50NM apart but a

small contingency is not a problem here. Our weight of 245,250Kgs puts us in the

second column of that table, so the fuel required to get to the alternate is 3,300Kgs,

this is our ALT FUEL.

ALT FUEL = 3,300Kgs

The next stage is to calculate the HOLD FUEL. Generally, rather than trying to

calculate this definitively with the weight of the aircraft taken into account, we accept

45 minutes at a burn rate of 8,100Kgs per hour for our HOLD FUEL.

HOLD FUEL = 0.75 (45 minutes) x 8,100Kgs/Hr

HOLD FUEL = 6,100Kgs

With this information we can add this to our ZFW and get the planned landing weight

(PLW) of the aircraft.

PLW = ZFW + HOLD FUEL + ALT FUEL + MIN FUEL

PLW = 234,450Kgs + 6,100Kgs + 3,300Kgs + 10,800Kgs

PLW = 254,650Kgs

Now as captain it is your responsibility to ensure that this is correct, so checks would

be a good thing to do. Also if you think we'll need more holding time, or perhaps the

weather means we have a longer vector into the runway, you might decide to beef up

these figures by 2 or 3 tonnes. I'm sticking with this as I know my estimate for the

alternate is a bit high, and the weather is going to be good.

So now we've got our figures we know our PLW is 254,650Kgs, as we don't intend to

burn our reserves or contingency if we can help it! Using this you can work out your

FMC entry for the RESERVE section (which we will come to later), it is typically:

FMC entry for RESERVE = MLF + ALT FUEL + 50% of HOLD FUEL

17,150Kgs = 10,800Kgs + 3,300Kgs + (0.5 x 6,100Kgs)

You might want to just enter 17,200Kgs into the FMC. The idea is that if your burn

drops below this and you get the INSUFFICIENT FUEL warning on the FMC, you

know you have less than half the contingency available to you, it's not a critical

warning more of a reminder!

Final thing to think about is the taxi fuel, I usually add an extra 2,000Kgs for that at

Heathrow to account for delays, giving us a contingency of 22,200Kgs.

The next stage is to build the flight plan fuel requirement into the calculations, we're

aiming for a weight of 254,650Kgs at Los Angeles when we arrive, so we can land

comfortably at the alternate airport with our minimum fuel if necessary.

First we'll estimate our fuel for the flight, take a look at the table on 2-8 of the PMDG

manual, this is the fuel burn chart based on a speed of Mach 0.86 with optimum step

climbs (we’ll go into this later). We’ll select FL380 as our altitude as it considers the

step climbs on route (which we’ll go into later) so it is a reasonable altitude.

On the chart we only have 5,200NM and 4,800NM shown so we want the figure in

between as our estimate, so about 95,000Kgs and 10 hours 20 minutes flight time

(close the prediction on our flight plan in Table 1) is what would be expected. The

chart is set for a landing weight of 216,000Kgs, and obviously our landing weight is

254,650Kgs, 38,752Kgs heavier. The charts allow an adjustment to the fuel based on

your weight in relation to this value. If you look at the top in the text, it states that for

every 4,500Kgs above 216,000Kgs it is necessary to add a burnout correction and

adjust the fuel burn for the flight. In our case the following applies:

38,752Kgs (heavier than 216,000Kgs) / 4,500 = 8.6 (roughly)

The burn out correction is 390Kg/Hr, and we have to multiply this for 10 hours 15

minutes:

10.33 (10 hours 15 minutes as hours) x 390Kgs/Hr = 4,000Kgs (roughly)

Once this is complete we then have to then multiply this by the correction due to the

weight difference between our landing weight and that of the chart, this was 8.6:

4,000Kgs x 8.6 = 34,400Kgs

We can now add this value to our flight plan estimate and we get the following:

95,000Kgs + 34,400Kgs = 129,400Kgs for the flight

Ok now knowing the fuel burn for the flight, and the fuel required for contingency

and minimums, we can calculate the total fuel required on the aircraft for the flight

from the stand to the landing.

Flight Plan Fuel + Contingency and Reserves = Total Fuel Required

129,400Kgs + 22,200Kgs = 151,600Kgs (with 17,100Kgs in the FMC as

RESERVE)

So let’s summarise these calculations in a table for easy digestion.

Name Fuel Kgs Fuel lbs Description

Flight Plan Fuel 129,400Kgs 284,680lbs The fuel required for the flight

plan to be flown.

ALT FUEL 3,300Kgs 7,260lbs The fuel required to fly to the

alternate airfield.

HOLD FUEL 6,100Kgs 13,420lbs The fuel required to hold for 45

minutes.

MIN FUEL 10,800Kgs 23,760lbs The minimum safe fuel to have

on board on landing.

FMC

RESERVE

17,100Kgs 37,620lbs The ALT FUEL , MIN FUEL,

and 50% of the HOLD FUEL.

ZFW 234,450Kgs 515,790lbs The weight of the aircraft full

laden with no fuel.

TOTAL FUEL 151,600Kgs 333,520lbs The total amount of fuel

including all reserves.

TOW 386,050Kgs 849,310lbs Take off weight of the aircraft.

PLW 254,650Kgs 560,230lbs The planned landing weight of

the aircraft.

Table 4 - Fuel breakdown for the flight.

The next portion of the planning will be determining when we are going to make our

step climbs. In order to do this we need to know our take off weight and then we can

calculate when we will be required to make the climb to the next altitude. Before we

go into this for our plan let me show you how this works.

If we look at the table within the PMDG manual on page 2 – 10 called FOUR

ENGINE MACH 0.86 CRUISE we have a list of figures calculated for our fuel burns

and optimum altitudes, using this table we can predict when we will be making our

step climbs.

We know our initial weight (and this is standard units so lbs will be used) of

849,310lbs, and our initial altitude of FL320, using this we can see our initial fuel

burn rate. We’re actually over 840,000lbs for FL320 but I’m going to use this value

anyway. 37,200lbs per hour is the fuel burn rate at that weight at that altitude taken

from the table, to get from 849,310lbs to 840,000lbs we must burn 9,310lbs. How

long will that take?

Lbs to Burn / Burn Rate = Time

9,310lbs / 37,200lbshr-1 = 0.25

To turn that into minutes, we multiply it by 60.

0.25 x 60 = 15 minutes

We now repeat this process for the next stage, to get from 840,000lbs to 800,000lbs

we need to burn off 40,000lbs, once again the maths is repeated.


40,000lbs / 37,200lbshr-1 = 1.07

1.07 x 60 = 64 minutes

Now our weight has changed to 800,000lbs we have a new burn rate of 28,800lbs per

hour at FL320. We now repeat the process for the next stage, to get from 800,000lbs

to 760,000lbs, we need to burn off another 40,000lbs.


40,000lbs / 28,800lbshr-1 = 1.38

1.38 x 60 = 83 minutes

As you can see on the table, the optimum altitudes for the weights are shaded, now we

are optimum weight for FL320 at 760,000lbs. You’ll also notice that the same weight

is optimum for FL330. The new burn rate is 27,600lbs per hour, and we need to burn

another 40,000lbs to get to the next weight of 720,000lbs.


40,000lbs / 27,600lbshr-1 = 1.45

1.45 x 60 = 87 minutes

At this point we’ve reached 720,000lbs and the new optimum altitude for that weight

is FL340, which is out step climb. We can total up the times now and find out how

long it will take us to get to the correct weight for the step climb.

15 + 64 + 83 + 87 = 249,

4 hours 9 minutes

We can repeat this now for FL340 to FL360 and then for FL360 to FL380, and we get

the following.

Climb From and To Time From Previous Cumulative Time

FL320 to FL340 4:09 4:09

FL340 to FL360 3:07 7:16

FL360 to FL380 2:49 10:05

Table 5 - Step climbs and cumulative times.

With this data we can now estimate where we will be when we make our step climbs

using our flight plan data and times.


EGLL LONDON

HEATHROW

8 80 N51:28:16 W00:27:10 00:00:00

BUR BURNHAM 12 2000 N51:31:08 W00:40:38 00:01:14

BNN BOVINGDON 13 5000 N51:43:34 W00:32:59 00:03:05

BUZAD BUZAD 24 FL080 N51:56:32 W00:33:08 00:05:06

DTY DAVENTRY 55 FL140 N52:10:49 W01:06:50 00:08:48

TNT TRENT 43 FL270 N53:03:14 W01:40:12 00:17:19

POL POLE HILL 19 FL320 N53:44:38 W02:06:12 00:23:58

SETEL SETEL 52 FL320 N54:43:19 W02:26:09 00:26:17

DCS DEAN CROSS 78 FL320 N54:43:19 W03:20:26 00:32:39

GOW GLASGOW 150 FL320 N55:52:13 W04:26:44 00:42:12

STN STORNOWAY 159 FL320 N58:12:25 W06:10:58 01:00:34


6010N 6010N 425 FL320 N60:00:00 W10:00:00 01:20:03

KEF KEFLAVIK 119 FL320 N63:59:13 W22:36:52 02:12:05

GIMLI GIMLI 80 FL320 N64:38:24 W26:58:42 02:26:39

6530N 6530N 251 FL320 N65:00:00 W30:00:00 02:36:27

6540N 6540N 251 FL320 N65:00:00 W40:00:00 03:07:11

6550N 6550N 251 FL320 N65:00:00 W50:00:00 03:37:11

6560N 6560N 231 FL340 N65:00:00 W60:00:00 04:08:39 STEP CLIMB 1

YFB FROBAY 330 FL340 N63:44:30 W68:28:24 04:36:39

6280N 6280N 313 FL340 N62:00:00 W80:00:00 05:17:21

6090N 6090n 146 FL340 N60:00:00 W90:00:00 05:55:41

YYQ CHURCHILL 247 FL340 N58:44:30 W94:08:07 06:13:33

YYL LYNN LAKE 173 FL340 N56:51:51 W101:04:31 06:43:48

YVC LA RONGE 118 FL340 N55:09:30 W105:16:00 07:04:59

MEETO MEETO 130 FL360 N53:35:36 W107:21:24 07:19:26 STEP CLIMB 2

YWV WAINWRIGHT 157 FL360 N52:58:53 W110:50:00 07:35:21

YYC CALGARY 134 FL360 N51:06:54 W113:52:55 07:54:34

ONEAL ONEAL 95 FL360 N48:58:09 W114:56:59 08:10:59

MLP MULLAN PASS 305 FL360 N47:27:24 W115:38:45 08:22:37

REO ROME 200 FL360 N42:35:25 W117:52:05 08:59:58

FMG MUSTANG 49 FL360 N39:31:52 W119:39:21 09:24:27

GENNE GENNE 96 FL360 N38:42:54 W119:38:06 09:30:27

FRA FRIANT 111 FL360 N37:06:15 W119:35:43 09:42:12

DERBB DERBB 64 FL380 N35:15:21 W119:38:29 09:55:48 STEP CLIMB 3

FIM FILLMORE 12 16000 N34:21:24 W118:52:52 10:07:18

SYMON SYMON 7 12000 N34:09:53 W118:48:38 10:09:27

SADDE SADDE 5 10000 N34:02:20 W118:45:52 10:10:42

BAYST BAYST 9 8000 N34:01:46 W118:39:49 10:11:36

SMO SANTA MONICA 9 5000 N34:00:36 W118:27:24 10:13:13

3401N/1

1816W

3401N/11816W 8 2000 N34:01:00 W118:16:00 10:14:50

KLAX LOS ANGELES 125 N33:56:33 W118:24:29 10:16:17

Table 6 - Step climb positions estimated on the flight plan.

So now we can see roughly where we will be when we are making our step climbs so

we can get ready for them on time. In reality we wouldn’t bother with the last step

climb and probably go right from FL320 to FL380, but this is just for demonstration.

Well that’s the fuel planning completed, we have our data regarding the step climbs

and times, we know our expected landing weight, I’d say we are fairly well prepared

now!

4 Welcome to Flight BA0283 Ok now is the time to start up the simulation and get started. We’ve had our coffee

and chat in the dispatch office, got our overnight bags ready and we’re booked in a

nice hotel near LAX for the night. It’s time to get out there and get started, but firstly

I will walk you through the set up so we are all “singing from the same hymn sheet”.

Before we move on, it’s important that we all understand checklists. A checklist is a

list of items that need to be set in order to continue, it is a way to ensure that pilots do

not forget anything! 90% of the time a checklist will simply be completed without

any further action necessary, or perhaps a short delay, but these are a double checking

procedure and are necessary.

First job is the walk around, pilots always give the aircraft the once over with a walk

around before getting to work, and from our inspection everything seems to be ok, no

damage, leaks or anything to worry about. The undercarriage is serviceable, no

damage to the wings, engines seem fine, the doors are secure and all the flight

instrument sensors are undamaged. However there is one thing seems to be a bit

unusual, and that is that despite the aircraft being parked, the flaps are extended, to

what looks like flaps 1 (as the rear trailing edge flaps are not extended, it’s just the

leading edge of the wing).

Figure 3 - Flap extension on the wing, looks like flaps 1 but we’re not sure.

Figure 3 shows what we see, no damage, everything seems ok but the flaps are

definitely extended. Well perhaps they were cleaning her up and the ground crew

asked for that extension to get in to clean something and it’s not been returned yet? I

think (don’t quote me) things like this would be recorded somewhere and pilots would

be aware before arriving for their walk around. I have assumed no prior knowledge,

so we’ll make a note of it, and check it once we get inside, or make some phone calls

to our ground crew.

Ok, well it’s time to get onboard and get started, we have passengers to take and

they’re all going to get annoyed if we stand around talking about these flaps all

morning.

4.1 Introduction to the Cockpit

Firstly, welcome aboard! I guess this is time to introduce you to the aircraft in all its

glory and get you used to navigating around the cockpit where you’re going to be

spending the next few hours preparing, starting, taking off, flying, landing, parking

and shutting down this plane.

Let’s have a look around the cockpit first, and get familiar. In this initial stage of the

tutorial I am not going to go into massive detailed descriptions of all the displays, as

this would require a lot of effort initially. As we progress you will learn what the

displays show and how information is displayed and can be manipulated. I have

summarised the displays below, if you require more detail on the displays please

consult the PMDG manual for a detailed description.

Primary Flight Display (PFD) – The main display

ND – The navigational display, showing course direction speed, navigational aids,

VOR, DME, IRS, AFD, headings, weather conditions, approach displays.

LOWER EICAS – Engine Information and Crew Alert System, displaying various

different information pages, surrounding air conditioning (ACS), fuel control (FUEL),

engine control (ENG), doors (DOORS), status (STAT), hydraulic systems (HYD),

electrical systems (ELEC), landing gear and brakes (GEAR).

UPPER EICAS – Electronic Flight Information System, displaying engine status,

gear status, flap status, FMC messages, warnings.

MCP – Master Control Panel, concerned with the operation of the autopilots, and

automatic throttle controls, along with the flight director and LOWER EICAS menu

buttons.

Thrust Levers – Controlling forward and reverse thrust on all engines.

Fuel Cut Off – Fuel controls to all the engines.

Radios – Navigational radios, and the Air Traffic Control radios.

Transponder – The aircraft transponder.

TCAS – The aircraft Traffic Crew Alert System

Overhead panel – Contains, fuel control, air conditioning control, electrical power

control, fire control, heat control, light control, IRS control.

4.2 Cockpit Safety Inspection

For the record, usually in a real situation the cockpit would have power and probably

be supported by the generators external to the aircraft. Ground crews often provide

external power supplies, but for the purpose of this tutorial, and to explain APU

starting procedures, I’ve opted for a cold and dark cockpit.

Figure 4 - Cold and dark cockpit.

Figure 4 shows the cockpit as you enter it, the aircraft is not powered, and needs to be

woken up. As a captain you’ll sit on the left hand side and your co-pilot on the right.

So time to get comfortable and do a cockpit safety inspection. First job is to inspect

the cockpit and check all the switches are in the right positions, the PMDG manual

includes the Standard Operating Procedures (SOPs) for you to follow, however within

this I will guide you through all the checks and we can get started. However I would

recommend afterwards to familiarise yourself with these SOPs as they are vital in 744

operations

In a cold dark cockpit I usually like to have a look around before starting with

anything official, having a quick look at the positions of some key switches and

levers. First thing, and although fairly obvious, is the landing gear lever in the correct

position? Don’t worry, if it is set to up the wheels aren’t going to retract while they

are loaded. Looking at it in the cockpit we can clearly see it is in the down position,

which agrees with the wheels. The second item or items I like to check are the fuel

cut off switches near the thrust levers, are these all turned to off? Let’s have a look.

Figure 5 - Thrust and flap lever checks.

Figure 5 shows the fuel control switches, and indeed they are all set to off, but (and

this was my next port of call due to the walk around) the flap lever seems to indicate 1

degrees flap. It seems to correspond to the flap position we saw outside but we need

to verify this, we don’t want the flaps moving while we are parked, we could injure

someone or damage ground equipment. My last quick scans are the extinguisher

controls, and a quick look over the Mode Control Panel or MCP.

Figure 6 - Flight deck MCP.

Figure 6 shows the MCP panel, the Auto Throttle or A/T ARM switch on the left here

isn’t set, seems that the previous crew or preparation crew have reset the MCP for us

nicely (as really they should to secure the aircraft). Figure 7 shows the fuel dump and

extinguisher controls. Looking at them everything seems fine, all the extinguisher

levers are in the right position and not pulled out. Well I think it’s time we powered

up now and started a more detailed safety inspection, with power.

Figure 7 - Extinguishers, and fuel dump controls.

Ok let’s get started, the first task it to get the aircraft powered and to do so we’ll need

battery power. This is the procedure, select battery power by pressing the BATTERY

switch (you may have to open the protective cap first see Figure 8), at the top of the

electrical power panel. Once this is done, rotate the STANBY POWER to AUTO, at

this point the panels should come to life, and you’ll hear a small fan start in the

cockpit as battery power is established.

Figure 8 - Apply battery power.

Figure 9 - The overhead panel after battery power applied.

We now have electrical power and it’s time to do some quick checks before we power

up the Auxiliary Power Unit (APU) and wake this bird up. First to be checked are the

Hydraulic Demand Pumps (HYD PUMP), these are all to be set to the OFF position

(the 4 rotary switches in the bottom left), notice that Hydraulic Demand Pump 4 has

another option AUX, I will explain what this is, and it will be used later. The

Hydraulic systems provide power to all the control surfaces on the aircraft, if they are

running when the APU spools up the pumps will pressurise the systems and the

control surfaces will move, this is dangerous if ground are unaware of it. You may

notice on some aircraft while they are parked that the ailerons and rudder lean

sluggishly, and that is because these pumps are inactive and the system has no

pressure.

The next items to be checked are the electrical power system controls, these are on the

same panel as the BATTERY switch. Looking up at EXT PWR 1 or 2 we can see

they are not lit, if they were it would indicate that external power is available, but it

looks like we’re relying on the APU for power and bleed air (which I’ll explain later).

The starting procedures are somewhat different with external power, as it is this

power that provides compression for the bleed air generation for engine starts, once

started engines themselves have compressors to provide bleed air. The problem is,

before moving on the pushback the external power must be removed, so an engine or

the APU must be started before we pushback to ensure we can provide bleed air to

start all or the remaining engines, we’ll discuss this later in more detail.

Let’s continue with the aircraft electrical system, check below that all the BUS TIE

switches are set to AUTO, the GEN CONT switches are all set to on (the button is lit

and the white ON is illuminated) but displaying the yellow OFF symbol (they haven’t

got electrical power yet), and finally that the DRIVE DISC switches are all closed and

showing a yellow DRIVE.

What have we just done? The aircraft has 2 main independent buses for power

distribution. There are 6 generators, 2 for the APU, and the other 4 are housed 1

within each engine, the GEN CONT buttons connects the engine generators to the

main power bus supplying power to the aircraft systems, these must all be ON if the

generators are to supply power in flight. The BUS TIEs are set to AUTO, which

means they will automatically supply the power bus with power when the generators

become available in the engines, they will also isolate this power if there are problems

with the generators giving power spikes. The DRIVE switches, are controls that

disconnect the engine drives from the engine generators. Once disconnected on the

flight deck using these switches, they cannot be reinstated at the push of a button,

ground crew and maintenance teams must reset the drives for the generators by hand.

That is why these switches have covers, to prevent you accidentally disconnecting

generators in flight! Checking these is important to make sure they are all set to run if

not we’re not going anywhere today until they are connected again.

Next things to check are that the rotary wiper switches, located at the bottom of the

centre overhead panel are set to OFF, we don’t want these moving and potentially

injuring someone, and besides, it’s not raining is it!

In doing all this we are making sure the electrical system is setup properly and

nothing is set to move before we apply APU power, this is very important.

Figure 10 - Further checks and setup for APU start.

Once the aircraft is powered with the APU the flaps will move if armed to, we

remember that the flap lever is set to 1 degrees flap, and from looking outside that’s

their current position, or at least we think. We need to verify this before powering up

the aircrafts systems, a mistake may mean the flaps move and injure someone, get

damaged in transit or damage ground equipment. Looking at the upper EICAS,

shown in blue in Figure 10 it seems that the flaps are indeed set to flaps 1 and

indicating green (meaning they are in position and locked, when the indicator is

magenta the flaps have not finished moving and will move when power is established)

which corresponds to the flap lever position. That is the flap position verified, they

are not armed to move.

The next items to check are the alternate flap selector switches, aircraft such as the

747-400 carry backup systems to drive the flaps and landing gear in the event of a

failure. We must ensure that these too are not armed to move. The switches that

control and arm these auxiliary gear and flap extension systems can be found in the

centre main panel.

Figure 11 - Alternate flap and gear selectors.

Figure 11 shows the alternate flap and gear controls, neither of these controls are

illuminated and the rotary switch for the flaps is set to OFF, the flaps and gear are not

armed to move.

Switch the INBD CRT selector (indicated by Figure 10 in the red circle) to lower

EICAS and select the lower EICAS system to view the STAT page using the lower

EICAS menu buttons (indicated in the yellow circle in Figure 10). This enables us to

monitor the progress of the APU start, but let’s talk about that before we go ahead.

Figure 12 shows the lower EICAS STAT page, we’ll need to keep an eye on this as

the APU spools up. The APU is a small turbine that provides power through two

generators, like the aircraft engines there is the possibility that the APU may start

incorrectly, and may overheat. To safeguard against this we must watch closely as the

APU starts and if necessary stop the APU if it develops a malfunction to prevent fire.

N1 and N2, like the engines, are the shaft rotations of the APU in % of the maximum

revs per minute, N1 is the forward fan and N2 is the rear fan. As we start the APU

with the switch you’ll see these figures start to climb, N2 first, then N1. EGT is the

Exhaust Gas Temperature and we must ensure that the APU does not overheat on start

and monitoring this will give us that indication. A typical EGT for the APU running

normally is about 585 degrees, and the APU should take approximately 30 seconds to

start. It’s worth keeping an eye on your watch during the process or starting the clock

in the cockpit. You may notice that it reaches 585 degrees fairly quickly, and before

N1 and N2 reach their peaks of 99%, just make sure it does not break the 600 degrees

mark and we’ll be fine. If there is a problem cancel the start of the APU by rotating

the switch (I am unsure but I don’t think the simulation supports APU malfunctions

anyway, but let’s pretend for now to enhance our flying experience) to OFF and

standby with the extinguisher lever for the APU if the temperature rises

uncontrollably. But we’re not ready to start it yet, so we’ll continue on for now.

Figure 12 - Lower EICAS STAT display page.

Ok we have completed our safety inspection, and we now know what we’re doing

with the APU start, but not before our cockpit safety inspection checklist!

Checklist Time!

SAFETY CHECKLIST

BATTERY SWITCH SET ON

STANDBY POWER SWITCH SET TO AUTO

HYDRAULIC DEMAND PUMPS ALL OFF

WINDSCREEN WIPER SWITCHES ALL OFF

FLAP ALTERNATE SELECTOR OFF, NOT ARMED TO MOVE

FLAP SELECTOR AGREES WITH LOWER EICAS,

NOT ARMED TO MOVE

ALTERNATE LANDING GEAR OFF, NOT ARMED TO MOVE

LANDING GEAR LEVER

AGREES WITH LOWER EICAS,

NOT ARMED TO MOVE

Hopefully that checklist should have highlighted any errors, but for me it’s all

checked and I’m ready to go! If you have any errors please go back and correct them

BEFORE starting APU power.

Figure 13 - APU Start.

Before we start the APU, take a look at this panel, the two switches circled in red,

show the APU generators, APU GEN 1 and 2, these will provide our electrical power

requirements. Once the APU is running and the generators started, they will

illuminate “AVAIL” and must be pressed to provide power to the rest of the aircraft.

Another thing to be aware of is that upon start the Captain’s displays will blank, this

is normal, they will return quickly for you to continue the monitoring of the APU

start.

Ok it’s time to start the APU, rotate the switch to START, it is spring loaded and will

move back to the ON position almost immediately, that’s normal. Once you have

done this you will trigger the APU starting system, you must monitor the APU start

on the lower EICAS which you moved to your main panel earlier.

Figure 14 - Starting APU on the lower EICAS.

Figure 14 shows the APU spooling up, and the EGT, N1 and N2 rising, if they look

like they won’t settle, turn the APU to OFF. The APU will reach temperature well

before the N1 and N2 are up to normal running speed, do not be alarmed at this just

ensure it does not break the 600 degrees EGT figure. You’ll notice that the MAIN

BATT V-DC and APU BATT V-DC are showing discharges, 28.0, 28.0, 23.4 and

20.6, this because we are currently running on battery power, these will blank once

the APU generators are activate.

Once started the STAT lower EICAS page should look like Figure 15, nice and

settled. You’ll also notice that the control surfaces now have their markers.

Figure 15 - Running APU on the lower EICAS.

Electrical power should soon be available from APU GEN 1 and 2, Figure 16 shows

the APU powered up and the generators running, we must provide power to the

aircraft systems by pressing the generators APU GEN 1 or 2. In this case APU GEN

2 has been pressed and switched on, and is now providing power to the electrical

systems, APU GEN 1 is about to be selected too, turn on your generators and we can

continue.

Figure 16 - Power available from the APU generators, APU GEN 2 providing power.

Once the aircraft has electrical power from the APU, it is necessary to alert those

around that the aircraft is now powered. To do this we switch on the NAV lights,

these must remain on unless the aircraft has no power or is powered by the battery

only, the light controls are on the bottom right over the overhead panel.

Figure 17 - NAV light switched to ON.

With the NAV lights on, APU power established, and our safety inspection

completed, it is time to move to the cockpit preparation. Let’s check the lower

EICAS ELEC page for the electrical system schematic to make sure everything is

functioning as it should. Figure 18 shows how the page should look with the APU 1

and 2 providing power to the electrical systems, you can see the BUE TIES and the

engine electrical generators.

Figure 18 - Lower EICAS ELEC page settings.

The GEN CONT and DRIVE are all off as the engines not running, the APU is

providing power to all aircraft systems including the Galley’s on board and power for

Utilities, this is the power the cockpit and flight systems run on. As you can see there

are 4 separate buses which are paired off, these pairs are separated by the SSB circuit

breaker, and function independently offering a very high level of redundancy and

preventing damage to the whole system in the event of overload on one of the

generators.

4.3 Cockpit Preparation

It’s now time to move to the next stage, and prepare the cockpit for our flight. In

doing so we have a lot of preparation work to do, we’ve got to:

• Prepare the Performance Statistics.

• Prepare the Navigational Systems.

• Prepare the Aircraft Flight Systems.

• Brief ourselves on the SID departure, and Rejected Take Off procedures.

• Keep the passengers informed with announcements.

We’ll start with preparing the aircraft systems, and begin with the right hand side of

the overhead panel.

Figure 19 - Right side of overhead panel.

We’ll start here, the right hand side of the overhead panel shown above in Figure 19.

The overhead panel here consists of the lights at the bottom, the bleed air and air

conditioning packs, further up is the air conditioning controls from humidity control

cargo heat control, circulation control, release valve controls, temperature controls,

and at the very top, the yaw damper systems and emergency oxygen.

Before we proceed a little about the cabin air conditioning. There are 3 PACKS, each

PACK takes warm air from the engines and mixes it with cold air through various

heat exchangers before pumping it through the cabin. This maintains the cabin

temperature at altitude, outside the cabin temperatures can drop below -50 degrees

Celsius so we need this warm air in the cabin for survival purposes, it’s vital. The

PACKS also control and provide air pressure in the cabin (cabin pressure) to maintain

a breathable atmosphere.

Cabin pressure is also controlled using this panel and it is important to understand

what cabin pressure is and why it is important. As you perhaps know, an aircraft is a

pressure vessel, the pressure within the cabin is much higher than that outside of it

when it is at a cruise altitude, as the air is less dense. At sea level the cabin pressure is

more or less the same as the outside, why is this? Well the air at cruise is much

thinner, and we would struggle to breathe it, a breathable pressure must be maintained

for survival purposes, but this does not mean cabin pressure always remains the same.

Once the aircraft doors are closed the cabin is sealed, at this point the pressure is the

equal inside and outside of the aircraft, as the aircraft takes off the PACKS and air

conditioning systems will slowly start to reduce the pressure within the cabin (this is

why our ears pop), but it will only reduce the pressure to a certain level, in fact the

cabin typically simulates the pressure you would experience at 8,000 feet above sea

level. Why does it do this? Well the answer is fairly straight forward, as you know as

pressure increases in a container beyond the pressure outside of it, like for a balloon,

the structure needs to be strong enough to prevent failure. Unlike a balloon, the

structure of the 747 won’t expand very much and to keep a cabin at sea level pressure,

at cruise altitude the aircraft cabin would need to be stronger than it is now to cope

with the larger difference in pressure between the inside and outside of the aircraft.

This extra strength would mean extra weight, resulting in less efficiency and higher

fuel burns, so instead the cabin pressure is reduced to a pressure that is comfortable

for passengers but also so that the differential between the pressure inside and outside

the cabin at cruise is lower than if we tried to maintain a seal level pressure in the

cabin meaning the structure does not have to be as substantial.

You may notice “cabin altitude” on the upper EICAS panel and on the overhead

panel, this is the simulated altitude within the cabin at that time, the over head panel

can manually set an altitude, and the EICAS displays the current cabin altitude. As I

said earlier, typical figures are sea level, then during ascent the cabin will slowly

reduce the pressure until the simulated pressure reaches that for 8,000 feet, however

beyond this point the cabin pressure will not change, the cabin altitude will remain at

8,000 feet as the aircraft continues to climb and cruise. Cabin pressure will then

gradually be increased to that of sea level, or that of the airfield as the aircraft

descends.

The OUTFLOW valves control the pressure release from the cabin to the outside air,

in order to maintain a constant pressure inside. It works like a tyre, as the engine

compressors “pump” the cabin up with pressure, the OUTFLOW values “let it down”

to maintain a constant pressure. While we’re parked the OUTFLOW valves will be

open fully, as there is no need to change cabin pressure until we’re actually moving

and sealed.

Incidentally, since the cabin is a pressure vessel and at cruise the pressure inside is

greater than outside, the forces are acting OUTWARD, like they are in a balloon. The

doors to the cabin close and seal from the inside of the aircraft, and pushing outward

actually improves the seal. This design is no accident, at cruise even if a door were to

become unlocked, the pressure of the air within the cabin would continue to press the

door out onto the fuselage and passengers would be unable to pull it open.

If we were to get a cabin breach, it would result in loss of pressure in the cabin, the air

within the cabin will rush out equalising the pressure with the outside and make the

air in the cabin thin, difficult to breathe and suddenly cold. This is where the

emergency oxygen systems are important, as they provide warm oxygen via masks to

the passengers and crew enabling them to breathe at altitude while the aircraft

conducts an emergency descent. The emergency descent is (as I understand it)

typically below 10,000 feet as at this point temperatures are normally more tolerable

and the air is breathable. If there were a breach slowing down to below 250 knots

would also be advisable.

What is bleed air? Bleed air is compressed air generated by the engines, used to

power various pneumatics, de-icing systems and is required to start engines, this air is

provided from the engine compressors, or the APU compressor. You’ll notice that

only the APU is not showing a yellow OFF for bleed air (green circle in Figure 19).

This is because the APU is running and therefore providing compressed air via its

compressors, engines 1 through 4 are shutdown and not providing bleed air hence

showing OFF. It is advisable to let the APU run for a period of time before taking

bleed air from it, so wait 60 seconds or so and then press the switch selecting the

bleed air for the APU, so it reads ON.

Now we need to start an air conditioning PACK, just the 1 for the moment, air

conditioning PACKS place extra stress on engines on starts and takeoffs, and we are

going to be starting and taking off shortly, this stress is something we could do

without! A single PACK is sufficient for now, we can activate the other packs when

we reach a steady climb configuration and the engines are less stressed.

You’ll notice A and B on the pack rotary switches, these select the controllers for the

PACKS, in the event of a failure a separate controller can be selected to control the

PACK, there is a lot of redundancy in this system. For now, let’s start the centre pack

just above the APU bleed air switch, rotate that switch to NORM. Upon doing so you

should hear the air conditioning system starting, note, that without bleed air the air

conditioning system will not run, ensure bleed air is provided by the APU before

starting the pack. The management systems will alternate between controller A and B

for you automatically, usually one trip will use A and then the return leg will use B to

ensure faults are picked up on the controllers. However this is all automatic and we

don’t need to worry about it, it’s just nice to know.

The next port of call is checking the isolation valves for the bleed air, these are the

switches between the PACK rotary switches and labelled L ISLN and R ISLN. These

need to be showing white horizontal lines indicating the valves are open, without

these open we will not be able to start our engines later. Looking at the panel, they

are already open. In an emergency where a PACK was contaminated with smoke or

fumes or stopped functioning, that pack could be isolated from the others and turned

off.

The next panel up selects equipment cooling and other settings for the air

conditioning systems. Currently we don’t need extra cooling, and the other settings

are not necessary bar one, the GASPER, ensure that all the others are set to off and

the EQUIP COOLING is set to NORM. HIFLOW, HUMID, PACK RST are options

to use if the packs become inoperable or contaminated. Packs can be reset in an

attempt to restart them, HIFLOW can be used to pump out smoke in the cabin,

GASPER can be used to filter in cleaner air from the outside which is generally used

as a matter of course on flights anyway hence why we switched it on, HUMID can be

used to reduce the humidity within the cabin and around the aircraft avionic systems.

Moving up this panel further you’ll notice that ZONE RST is showing an amber fault,

this is simply because the TRIM AIR system is not up and running yet. Activating

the TRIM AIR by pressing that switch will clear the fault. Trim allows the aircraft to

configure itself in terms of its air weight and pressure distributions in flight. TRIM

AIR distributes air around the cabin in order to help achieve this, it is important

during flight. The recirculation fans shown as UPPR and LWR RECIRC will need to

be switched on too, these activate circulatory fans within the floors and ceilings of the

cabin that pump the air around. AFT CARGO HEAT, is required in order to prevent

cargo freezing in the cargo hold! On occasion there could even be animals in there,

so please don’t forget about them, and check your load sheet for any items that need

special attention!

Select a passenger and flight deck temperature if you wish, I usually leave these on

AUTO, and in auto the system will maintain or attempt to maintain a steady 24

degrees Celsius in the cabin and on the flight deck.

The OUTFLOW valves have been discussed earlier, the buttons allow activation of

valves to OPEN to relieve cabin pressure or release smoked air, they are not required

at the moment and remain OFF.

You will notice a LDG ALT PUSH ON with a button and rotary selector next to it,

these controls allow the changing of the cabin altitude the aircraft will return to during

the descent to landing. It is not normally necessary, but may be in some situations if

the airport is at high altitude and the system has failed to pick this up. In this case the

cabin pressure would be higher than the automatically selected outside pressure and

the doors will be difficult to open due to the way they seal. It’s worth bearing that in

mind, worst case is we have to sit on the tarmac while the PACKS slowly equalise the

pressure, but for Los Angeles the system knows the airport elevation and therefore the

appropriate pressure and this control won’t be needed.

The YAW DAMPER UPPER and LOWER switches at the top are required for the

flight and are to be selected ON. These provide stability during manoeuvring and

normal flight be dampening small yaw oscillations, at the moment they are displaying

INOP as they are currently inoperative, however when we activate the hydraulic

systems these lights should extinguish. One final thing, the OXYGEN switch,

covered with the red protector, open this and set it to NORM then close it again.

Figure 20 - Right overhead panel prep completed.

The cockpit overhead right panel should now look like this, and we should hear

PACK 2 controlling the air conditioning. Check that there are no amber valve lights

illuminated, the OFF lights on the bleed air for the engines are ok for now as the

engines are not running.

Once complete again time to check the lower EICAS, this time the ECS

(Environmental Conditioning System) page.

Figure 21 - Lower EICAS ECS page settings.

Figure 21 shows the lower EICAS ECS page, the air conditioning, climate and

pressure systems. As we set up, PACK 2 is the only pack running and currently

running with controller B. The DUCTS are pressurised to 19 PSI. The magenta

numbers in the top boxes are the target air temperatures set by the crew, the master is

that set by the flight crew on the flight deck, which for us is set to 24 degrees Celsius.

The white numbers indicate the actual air temperatures in the compartments and the

blue labels are the compartments in the aircraft, F/D (forward deck), U/D (upper

deck), A, B, C, D, E and forward and aft cargo bays, which run on the setting set for

the forward bay.

As we can see the whole aircraft is pretty much at the same temperature. The green

bar indicates the passage of the pressurised bleed air through the system, at the

moment the other two PACKS are not running (supplying heated compressed air) and

therefore air is not being passed from them into the duct, we’ll pop those on after take

off. WING TAI and NAC TAI are the wing and nacelle anti-ice systems, at the

moment the anti-ice is off and so there are no flows to these systems either. The OFF

just above the labels ENG 1, 2, 3 and 4, are the bleed air compressors within the

engines, the engines are not running, so no bleed air is available from their

compressors. The left and right OUTFLOW VALVES are shown on the top right and

for the moment remain OPEN and set to AUTO to maintain our sea level cabin

pressure. Well everything seems fine let’s carry on.

It is now time to conduct our fire safety check, in order to do so we must press and

hold the FIRE/OVHT TEST button, waiting for 3 clear rings before releasing it, the

button is located in the top centre of the overhead panel.

Figure 22 - Cockpit fire safety check.

The cockpit fire safety check button is here, this will test all the fire detection,

overheat detection, extinguishing and alert systems on the aircraft. When you press

the panel should illuminate RED (see Figure 23) and the warning bell sound, the

upper EICAS will indicate the pass or fail of the fire test once it is completed. The

EMER LIGHTS need to be armed and set after we have completed the test, this

switch is to the right of the FIRE/OHT TEST button. These are the emergency lights

within the cabin, that will guide crew and passengers in an emergency.

Figure 23 - Cockpit safety check being conducted.

Figure 24 - Fire test, result on the upper EICAS.

Figure 24 shows the result of the cockpit fire safety check, and clearly shows >FIRE

TEST PAS, showing the systems have passed the built in test, indicating the systems

are operating correctly. We’ll now arm the emergency lighting system and we are

finished with this panel.

The next panel we need to set up is the fuel control panel.

Figure 25 – Engine start, fuel control, anti-ice and windscreen heat panels.

Figure 25 shows the engine start, fuel control, fuel dump, anti-ice and windscreen heat

panels. We’re not ready to start our engines yet, but we will make sure the panel is

set for when we do. The green circle indicates the STBY IGNITION selector, this

should be set to NORM, and it seems it already is, this allows you to select the

ignition system in the engine, number 1 or 2, setting NORM will allow the engine to

select its own. Also the AUTO IGNITION system needs to be set to SINGLE, which

will mean only one of the ignition systems will be primed for the engine start. There

are in fact two systems that function independently of each other, and you can opt to

start the engines with BOTH set to active. The IGNITION CON, should be off for the

moment, but we will require this later on during take off, it is also required in flight

when encountering turbulence. This will keep the igniters running even when the

engines are running, to prevent flameouts. The AUTOSTART switch should be set to

ON, looking at the panel it seems everything checks out nicely and we’re ready to

continue.

The fuel dump panel is indicated with the red circle, we do not want any nozzles or

fuel set to be dumped, so we must verify this with the panel. Currently no nozzles

display OPEN and the FUEL JETTISON switch is set to OFF. This is exactly how

we will leave it. Fuel dumping is only necessary if we are too heavy to land safely at

an airfield if we have a problem, because the maximum take off weight for the 747-

400 exceeds the maximum landing weight, fuel is dumped to compensate for this

differential in weight if it’s necessary.

The next port of call is the FUEL CONTROL panel. This panel controls various

pumps and valves within the fuel system of the aircraft. It is not uncommon to see the

panel set up in this fashion when you board the aircraft, it will become obvious why

as we continue through the flight. The panel seems to be setup for the TANK/ENG

condition, or tank to engine condition which occurs when all tanks contain the same

fuel amount during the flight. This is for weight distribution purposes, as it ensures

that all tanks contain the same fuel amount and therefore the distribution is even.

However our distribution won’t be even, so this panel is set incorrectly. We must

switch the FUEL X FEED valves ON indicating horizontal white lines. We won’t

arm the fuel pumps just yet as they are not required as we’re not running engines just

yet. The amber PRESS indicator is informing us fuel is available but the pump

pressures are low, this is because they are not on. Please note a large amount of the

fuel control and management system is hidden, behind this is an array of pumps,

salvage pumps and valves, these are controlled by the aircrafts fuel management

system, a job once done by the flight engineer.

The windscreen heaters indicated by the blue circle, can be activated now, we’ll leave

those on until we get to LA now, not really to stop our screen freezing up, but the

windows are in fact specially designed and require heat to maintain their strength.

Upon completion the panel should look like this.

Figure 26 - Centre panel initial prep complete.

Check there are no amber valve lights (ignore the pump lights) illuminated and

continue to the next stage of preparation. If there were amber pump lights lit we’d

have to call maintenance.

Figure 27 - Left overhead panel preparation.

The next stage is to get the Inertial Reference System running. The red circle within

Figure 27 shows the IRS switch for IRS 1, there are in fact 3 IRS’ on the aircraft for

redundancy and cross referencing. These are navigational systems that use inertial

forces to give positional information, these systems are supported by GPS. At the

moment this one is turned to off, but we must turn all of them to the OFF position so

we can reset them properly. Rotate all the IRS switches to the OFF position, and once

in the off position the IRS’ reset themselves and we can turn them back to the NAV

position for re-alignment, ready to be used on the flight. This process will take about

10 minutes so while that is going on we’ll continue checking and programming the

flight systems. The progress of the alignment can be seen on the NAV display which

we will see in a moment.

Above the inertial navigation IRS rotary switches are the four engine controllers.

These are electronic controllers for the engines that allow the auto throttle to control

and monitor them. Check that these all display NORM, if any of these systems is not

operating properly the auto throttle will not operate.

The next stage is to check the electrical panel indicated with the purple circle once

more, ensure there are no problems and it is as before.

The final stage is to check the HYD Demand Pumps are all set to off, do not worry

about the SYS FAULT, PRESS amber signs. These are here simply because the

pumps are not working yet and therefore indicating a low pressure, once activated

these lights should clear. The blue circle and green separate pumps 1 to 3 and 4,

demand pump 4 has another option AUX which we will come to later.

Ok the top panel looks fine, it’s not time to look at our main panels, and configure the

FMC for our flight.

The FMC is a very important pilot aid, it allows control, input or manipulation of

navigation routes, performance data, fuel data, weather data, thrust limits, holding

patterns and more. We will be using this a lot during our flight and preparation, so

let’s get started.

Figure 28 - FMC intro and the IRS align progress.

Figure 28 shows the FMC situated in the cockpit, this is the captains FMC, the first

officer also has one and there is a spare in the centre console further back. You also

notice a red circle on the Navigational Display (ND), and in here TIME TO ALIGN is

indicated along with L 7+ MIN, etc. This is the IRS alignment progress, Left IRS,

Right IRS and Centre IRS progress indicated, and looks like we’re in for a near

enough 8 minute wait. But that’s ok, passengers are still boarding we’re in no rush

really, and we’ve got our prep to do.

On the FMC there is a screen with buttons on each side, and a keyboard panel with

numerical, alphanumeric and menu selection buttons. Press the screen button against

the text FMC on the display and this is what you should see.

Figure 29 - FMC Page 1.

This is an information page giving details about the aircraft, and it looks like PMDG

have added their mark to their software here, with the operating system program being

“PMDG-747-400-01”.

This first page provides aircraft details such as the engine type, the Rolls Royce

RB211 engines are fitted to this aircraft and sure enough they are indicated by the

FMC (RB211-524G), it also shows the DRAG/FF co-efficient used, (AIRAC-0506)

navigation data version, and model number. The model we all know, the navigation

data version is the database containing all waypoints, SIDs, STARs, airports, runways

etc. This database is updated from time to time and the FMC indicates which version

is currently installed within the system. The DRAG/FF figure is an adjustment to the

drag co-efficient and fuel flow rates. As the aircraft gets older it may get dinted here

and there, and fuel rates change as pumps wear, making it necessary for the

maintenance crew to adjust these figures so the FMC gives more accurate fuel

predictions.

First thing we need to do is tell the aircraft where it is, as I said before the flight

systems on this aircraft use 3 IRS’, these need to be tuned to the current location,

which is Heathrow, or EGLL, so let’s do this.

Figure 30 - FMC positional information.

Figure 30 shows the positional data currently within the FMC. As you can see we

have our last known point and the current GPS position at the bottom. We know our

position is at the gate here at EGLL, so we need to enter that into the system.

Figure 31 - FMC positional information page with airport added.

Figure 31 shows the airport added to the page and a position of reference for that

airport. This is where our checking comes in, is that a reasonable last position? It

looks the same, both the GPS and LAST POS are N51.27.6 W000.26.9, and the

airport position seems to be fairly close, but we’ll use the GPS position I think as it’s

probably the most accurate. To collect that position press the button next to the GPS

position indicated here, this position will then populate the scratch pad (part of the

FMC you enter information into and where the typed information appears) for

addition to a setting.

Figure 32 - FMC position page position collected from GPS.

Figure 32 shows the position has populated the scratch pad, now it’s time to enter this

into the FMC for SET IRS POS. I got the following response from the FMC in

Figure 33, showing an acceptance right away of the position data.

Figure 33 - FMC position page updated.

You may not get this, and might be asked to input the FMC position twice, this is

normal and caused because there is a discrepancy between the FMC position you are

inputting and the last known position remembered by the system. In my case it was

ok as they were the same, but in your case you might get the following in Figure 34,

so let’s discuss it.

Figure 34 - FMC position page with ENTER IRS POSITION.

Figure 34 shows the output of that action, the FMC has displayed the message

ENTER IRS POSITION, so why has it done that since you just entered it? Well it’s

quite a neat feature of the FMC, it knows its last position and the position you have

given it, if it thinks they are a bit too far apart (and the FMC can be picky) it will

throw the message ENTER IRS POSITION up before it accepts the position. What

essentially it is saying to you is, “are you sure that’s the right position, seems we’ve

moved since last time? I think you should enter it again.” It is the right position, so

we’ll clear the message by pressing CLR, then collect it again, and enter it over the

top of the SET IRS POS again to verify that yes this is the correct position and we are

happy with it, you will find this time the FMC accepts it with no trouble the second

time. The position data will disappear from the screen when entered into the IRS

systems, in this case it has not disappeared from the system, this is because the IRS’

are not yet aligned, don’t worry, that position data will be collected automatically

later on by the FMC when the IRS systems are ready for it.

Now it’s time to set some of the performance parameters, press the screen key next to

INDEX, and then select the PERF screen key, and you should be presented with this

screen.

Figure 35 - FMC weight, fuel, cruise performance page 1.

This is a performance page of the FMC, this page deals with aircraft weights as we

discussed before, fuel details, the cruise centre of gravity, the step size we’ll use our

cruise altitude and the cost index.

We need to wait for our load sheet before we can check all this off, I don’t have any

pictures of load sheets to show you, but they will detail the amount of fuel on the

aircraft, the weight of the passengers and the cargo for signing off by the Captain. It

is necessary to be checked by the Captain to ensure everything is as it should be and

we have the right fuel amount on board for the prospective weight.

Remember our weights and fuel calculations? Well looking at the load sheet, we’ve

got a tiny bit more than what we asked for, and it looks like we are slightly less

loaded in terms of cargo and passengers (PAX). Our data for the fuel calculations

were 234,450Kgs ZFW with 151,600Kgs fuel, giving us a TOW of 386,050Kgs, but

our actual load is 100Kgs more fuel but a lower ZFW of 232,500Kgs, so we’re fairly

close on the numbers with a new TOW of 384,100Kgs. They were pretty accurate

loading us, so we’re happy with that fuel amount for the flight and can sign on the

dotted line of the load sheet for the ground crew.

The exact number in our case for the ZFW is 232,535Kgs (taken from our fictitious

load sheet), which when added to the 151,600Kgs fuel load gives 384,135Kgs which

is displayed (although rounded) on the FMC page here. With the FMC you can either

enter your own ZFW or you can select to agree with the FMC. We’ve done our own

calculations and checked with our load sheets, and the FMC has the right figure, we

can choose to accept this figure by pressing the screen button next to < 384.1, the “<”

symbol means the FMC requires our agreement. Once doing this you’ll notice the

FMC automatically populates the ZFW entry with the correct value. We could enter

it manually, but we’ve checked it so there is no real need. An important note here,

you MUST do your own calculations before hand and then recalculate with the real

fuel figures and payloads from the load sheet if they are significantly different, it is

your responsibility as Captain to get this right! In this case they are marginal

differences that will have virtually no effect at all so we can use our calculations we

did in the despatch office. It also might be worth thinking about take off rolls and

speeds in a moment.

Next on our agenda is our reserve fuel, our reserve as we have already discussed is the

10,800Kgs minimum fuel we are allowed to carry, along with our alternative fuel

(ALT FUEL) of 3,300Kgs and half the fuel for the holds (HOLD FUEL) of 6,100Kgs.

So this makes the entry for the fuel reserves to be 17,100Kgs, or 17.1. In order to

enter this type 17.1 on the key pad and then enter it into the “RESERVES” section of

the page by pressing the screen button next to it. The value should then be entered.

Our cruise altitude we also know, now make sure we enter the initial cruise altitude of

FL320, and not our final intended cruise of FL380. If we enter FL380, the FMC will

point out that we will not make that altitude at our current weight with an “UNABLE

NEXT ALT” message, so enter the altitude of 320 (the FMC automatically assumes

with small numbers such as these are you dealing with flight levels, 8000 entered

would be 8,000, 180 would be FL180, and so on) by typing it into the pad an then

entering the value by pressing the screen button next to CRZ ALT. We also know our

step size, this is 2,000 feet, so again we can enter this into the FMC computer. If you

have devised your own step climb profile, enter that step climb size into the FMC.

The last item to enter is the COST INDEX, this value determines the level of

economy the aircraft will use on the flight, the lower the value the more efficient the

flight will be, it will result in slower climb rates and reduce the fuel burn on the trip.

The higher the value the less efficient the flight will be, higher climb rates and more

fuel burnt on the flight. 90 is a good economic value to use, we have a responsibility

to the operator profit margins, albeit second to safety, and we will be using this on our

flight to get a good fuel economy. If we weren’t interested in economy a value of 500

could be used which gives the FMC no restriction on fuel burning whatsoever, if you

want to experiments and see how the aircraft handles differently, try different values,

and observe changes in cruise speeds, altitudes, and the climb and descent profiles

calculated by the FMC.

Once complete the page should look like this.

Figure 36 - Complete FMC performance page.

Confirm this setup with the lower EICAS as follows, select the lower EICAS and then

the FUEL page, this should give you a schematic of the aircraft fuel system.

Figure 37 - Lower EICAS fuel page.

Often there is a slight difference between the two, but this is nothing substantial and

they seem to be more or less in agreement on this fuel load.

The FMC does not know our altitude or flight plan intentions yet, it’s now time we set

up the flight plan on the FMC. Press the RTE button on the FMC and after that the

following page should be displayed.

Figure 38 - FMC route page ready to fill in.

This page allows us to enter the flight plan details, where we are flying from, and to,

and the flight number. In our case the flight number is BA0283 so we can enter that

into the FLT NO. on this page. Our departure airport is EGLL and our destination is

KLAX, however we don’t need to enter these values as of yet. CO ROUTE, is short

for “company route”, this portion of the RTE page allows us to call regularly used

flights by our airline and this aircraft type without having to manually enter them.

Our company route incidentally is stored under this regularly used flight plan, so our

company route is BA0283, once this is entered you will notice that the FMC calls the

route and automatically sets the ORIGIN and DEST parts of the page, incidentally it

also sets the RUNWAY, this particular flight plan has a runway assigned to it. For

your information, normally when I am entering company routes or building them and

adding them to the FMC library, I usually suffix the departing runway to the name I

give the route, it helps identify it properly, also a suffix for the SID on the name is

helpful. Once completed this page should look like this.

Figure 39 - FMC route page with the added information.

We are now almost ready to ACTIVATE the route, however it is a good idea and

good practice to verify the route before we proceed with activation. There could be

mistakes, or perhaps there has been a company NOTAM that told us of a slight

change to BA0283 that hasn’t been updated within the FMC yet, in our case there

wasn’t so we’ll just verify what the FMC has stored for our flight plan. We can do

this by pressing NEXT PAGE on the FMC and checking that against our flight plan

table with our waypoints in Table 1. Please do this, again it is your responsibility to

get this right!

Once completed we can come back to this page press ACTIVATE and the EXEC

button on the FMC will illuminate, as shown below.

Figure 40 - FMC with the EXEC button lit ready to activate the flight plan.

Now is time to press the EXEC key to activate the flight plan within the FMC. Once

we’ve done this the flight plan will be loaded along with altitudes planned for ascent

and descent. The FMC automatically builds a vertical profile into the plan based on

the information you’ve entered, if we hadn’t entered a cruise altitude, it would give no

altitudes for the waypoints. Incidentally, it will not enter the step climb information

for you, but indicate when the climb is required, you as pilot will set the climb

yourself, it’s a good way of keeping you awake!

Now it’s time to explore the departure plan, we are going to do the WOBUN 2G

departure plan or SID today, from runway 27 left, however, this is not the SID that’s

loaded into the flight plan. Firstly let’s take a look at the DEP ARR page on the

FMC, by pressing the DEP ARR button, you should be presented with this page, and

you’ll see what I mean if you scroll through using NEXT PAGE, no SID is actually

active.

Figure 41 - FMC DEP/ARR page.

This shows that the active runway denoted by <ACT> is runway 27 left and the SIDs

that correspond to that departing runway. However for now our plan is set up

incorrectly, it’s obviously configured for a departure on runway 09L or 09R as some

of the waypoints are for a SID departing on the 09 runways, have a look at the charts

for the BUZAD SIDs and you’ll see what I mean. We will have to set the FMC to use

a different departure route, so we’re going to get some practice at changing the SID

for this departure! The departure SID that we are going to follow is the WOBUN 2G

departure, a standard WOBUN departure. In order to input this into the FMC the first

thing we must do is remove the old departure that was planned.

Figure 42 - FMC legs page for planning new departure route.

Interestingly an additional note here, using FSBuild the data when entered as a

company route will not select the SID as active within the FMC, as a result even

though the waypoints for the SID may be programmed, it’s not necessarily selected as

the active SID, as in this case. When using FSBuild, try to ignore the SID functions

of the planner and merely note them and then set them up manually, I am doing it this

way to demonstrate how to set a SID and modify and existing flight plan within the

FMC.

Open the LEGS page and you should get something like this. The waypoints BUR,

BNN and BUZAD are waypoints associated with the BUZAD departure, and we need

to delete these waypoints. In order to do so, we must select DELETE on the FMC

and then press the key next to one of the waypoints we decided to delete. So start

from the top and remove BUR, BNN and BUZAD from the list, once you have done

so it should look something like this.

Figure 43 - FMC departure planning removal of waypoints.

We’ve removed the waypoints and the FMC detects a ROUTE DISCONTINUITY

within our plan. This is because there is now no departure route set for the plan, and

you’ll also notice that the EXEC button has illuminated. This is because we have

altered the plan and the FMC wants us to verify this alteration, please do so by

pressing EXEC.

Now we need to program our new departure into the FMC, select the DEP ARR page

within the FMC and you’ll see this page.

Figure 44 - FMC DEP/ARR page.

Continue to the following pages until you get to WOBUN 2G or the WOB2G

shortened name, and then press the button next to that to activate that departure within

our flight plan. Incidentally if we were taking of from 27R, we would use the

WOBUN 2F departure.

Figure 45 - FMC DEP ARR WOB2G selected.

Once you have done so, you will see the following and once again EXEC will

illuminate indicating that there has been a change to the plan and the FMC wants

confirmation you wish to execute this change, we do, so press EXEC.

You’ll notice the <SEL> for the SID and <SEL> for the runway both change to

<ACT> as they are now the active runway and SID for this flight. Fantastic we’ve

successfully setup our new departure route!

Now it’s a case of making sure the route is correct and continuous because we’ve

selected a new departure that may not tie up with the first waypoint on our route. This

means that the FMC will insert a ROUTE DISCONTINUITY into the plan. If we go

the to LEGS page on the FMC and scroll the pages we should find that discontinuity

and be able to close it.

Figure 46 - FMC route discontinuity.

We can close this by selecting the key next to DTY then pressing the key next to the

discontinuity shown here with THEN (indicating the FMC doesn’t know where to fly

to at this point in the plan) written above it, closing the gap and completing that stage

of the route. Once again EXEC will illuminate indicating there is a change and the

FMC wants to know if you accept this change, we do, so please press EXEC. Also

there is a further discontinuity in the plan between (580) INTC (this is not a waypoint

but we will discuss this later) and BUR, this also needs to be closed in the same

manner followed by the EXEC key again.

Figure 47 - FMC showing the new route with no discontinuities.

Our new route is now programmed! Familiarise yourself with the SID chart in Error!

Reference source not found., this shows the path that the aircraft will follow on the

SID route. Have a look at the WOB2G SID within the FMC legs page and you’ll see

how the London markers for the various distances from that beacon shown on the

chart, actually appear within the FMC LEGS page along with their associated

altitudes.

Now it’s time to input some settings for today’s take off. we’re going to need some

thrust limits and also the take of speeds. We should enter the appropriate thrust

setting before we input the speeds into the FMC, if we don’t the FMC will simply

reset the speeds and we’ll have to do it all again, so press INT REF on the FMC and

then select THRUST LIM> to get to the thrust limits page.

Select a thrust setting for take off is common practice, these increase the life of the

engines and also give passengers a smoother ride. If the aircraft were VERY heavy

we may opt to take off with no limits on the thrust, however today since we’re not

bursting at the seams and the runway is very long we’ll de-rate it. The THRUST

LIMIT page is the place we set up our take off power limits. EPR or Engine Pressure

Ratio, is displayed on the top right of the page, this is the current take off thrust the

system will use in this mode. Currently the thrust mode is TO, or Take Off, and the

climb thrust mode is CLB. CLB and TO are the maximum thrust limit modes for both

climb and take off, the take off thrust mode will be used until flaps are retracted to

flaps 5 (or your desired trigger, we will discuss this later), at which point the climb

thrust mode will be engaged. For example in this mode, for take off, when we hit

TOGA (Take Off Go Around) the engines will be ramped up to a thrust setting, NOT

a speed target (THR REF mode for the A/T on the PDF) of 1.69 EPR, we will

accelerate and lift off at our V2 speed, once in the air THR REF mode will remain

active until we retract flaps to 5 (or the desired trigger), at which point CLB will

become the active mode and SPD will become the A/T mode. Figure 48 shows the

FMC THRUST LIMIT page.

Figure 48 - Setting thrust limits on the FMC.

For light weight aircraft this might be a bit of a violent take off and we wouldn’t want

that, certainly not a good idea to go blasting down the runway when we don’t need to

and scare our passengers. In our case we are heavy, the runway is sufficient and we

could lift off with a de-rated take off thrust, but I prefer a larger margin here so we are

going to opt for a full thrust take off, so we don’t need to change the settings for the

thrust here.

If we wanted to we could change the thrust settings by moving them like Figure 49

shows, but keep them where they are for now, this is just an illustration for you.

Figure 49 - Thrust settings set in the FMC.

SEL is the assumed air temperature for take off, the FMC assumes the OAT (outside

air temperature) is this temperature unless we say otherwise. What is the point of

that? Well it is in case the temperatures are changing rapidly, also if the aircraft is in

a hanger and the OAT in the hanger is lower or higher than the outside air. For us

we’ll leave it blank, there is no difference and the weather is glorious and the aircraft

is outside at the gate.

Now it’s time to select the take off speeds and flap settings, so press TAKEOFF on

the THRUST LIMIT page and we can begin the setup. We’ll be using flaps 20 for

this departure so add those to the top right of the FMC, the speeds should

automatically be calculated. At this point you need to check the FMC calculations

with yours to make sure they tally up, so let’s do that now, it is paperwork time again

I’m afraid!

In order to calculate the actual take off speeds we need to know the following

information:

• The air temperature – The air temperature is 15 degrees Celsius.

• The airport elevation above sea level – The airport is 80 feet above sea level.

• The thrust setting – The thrust setting is full.

• The flap setting – The flaps will be set to flaps 20.

• The wind – There is no wind.

• Our take off weight – The take off weight is 384,100Kgs.

Using the PMDG manual and the Temperature Altitude Region Chart on page 1-4, we

can work out our operating region for the takeoff. Using the air temperature of 15ºC

and the altitude of 80 feet that puts us firmly within region B. We have no wind

component and the taking into account the full thrust we can work out the take off

speeds. Page 1-8 of the manual shows the Flaps 20 with a fully rated thrust chart, on

this chart we are interested in temperature region B. Our take off weight of

384,100Kgs, and rounding to 380,000Kg which is a weight on the chart we get the

following speeds:

V1 = 152 knots

VR = 168 knots

V2 = 178 knots

We now know the rough speeds we should be aiming for on our take off, so let’s

compare them with the speeds the FMC calculated.

Look at the FMC TAKEOFF REF page, this is a reference page for entering in the

information for the take off speeds and setup. We will be using a flaps 20 take off so

we can enter 20 into the FLAPS section of this page, once we do this the V1, VR and

V2 speeds will automatically populate with the FMC calculated figures.

Figure 50 - FMC takeoff page with no data entered.

Let’s enter 20 as the flaps value and see what the FMC calculates for our takeoff

reference speeds.

Figure 51 - Take off reference speeds calculated in the FMC.

The speeds that the FMC has calculated are just a tiny bit over the figures we

predicted using our charts.

V1 = 0 knots different

VR = 0 knots different

V2 = -1 knot different

The figures are so close it’s not really worth our while editing them, and the FMC has

gone for a slightly slower V2 which is 1 knot different so there is nothing in it really.

To confirm the take of speeds they must be entered one by one. We can do this by

pressing the button next to V1, VR and V2, the font size will increase indicating the

speed is confirmed. We will also need to agree the CG setting (centre of gravity) the

FMC uses this to determine the trim to the take off. Let’s check that figure, on page

1-4 of the PMDG manual on the stabilizer trim setting table we can see 380,000Kg as

a take off weight and the CG of 19% which gives a trim setting of 6.0. We have a CG

of 19% on the load sheet, so I think a trim setting of 6.0 is good. We will also need to

confirm this trim setting too, again the font size will increase indicating the setting is

confirmed in the FMC.

The other thing I’ve changed here that you might notice, are the flap retraction height

and the engine out acceleration height. Why have I done this? Well we’re fairly

heavy today and I want to get as much out of the initial stages of the climb as possible

to ensure that we hit the first altitude target of 3,000 feet. With the flap retraction

height increased, the aircraft automatic pilot will not begin accelerating to a clean

speed till we get to 2,000 feet, this will allow a longer initial climb and we should get

closer to the altitude target before we need to begin retraction and acceleration. When

we begin the acceleration our ascent rate will reduce and we don’t want this

happening too early. As a result I’ve selected 20/2000 for that which is shown here.

The engine out height I’ve brought up to 1,000 feet, as we’re fairly heavy I just want

to make sure that if we did have a failure we’re well clear of terrain but aren’t trying

to climb too much at low speed with 3 engines. This will mean we’ll accelerate much

earlier to a safe speed before continuing the climb and the horizontal profile of the

SID.

Ensure that all the values are reasonable and entered and I will now go on to tell you

what else this page can do for us. E/O ACCEL HT, is our engine out acceleration

height, at this height if we have an engine failure the aircraft will reduce the climb and

accelerate beyond the initial climb out speed, the aircraft acceleration height for the

normal take off is shown with the FLAPS 20 2,000 feet entry, with normal engine

operations this will be acceleration height. Engine out acceleration height is lower to

get to a safer speed before climbing further.

THR REDUCTION is the trigger for the thrust mode to change from THR REF

(thrust reference setting for the take off) to the reduced thrust setting, as I said earlier

this trigger is flaps 5 for our flight. Looking at the line on the page for THR

REDUCTION, the first entry is FLAPS 5 to correspond with the trigger that is set,

and the CLB-1 is the thrust mode that is currently armed to be selected once the

reduction trigger is met. If we were using flaps 20 for takeoff and perhaps a de-rated

climb thrust of CLB-2 with a flaps 10 trigger, this would be shown here as FLAPS 10

CLB-2.

WIND/SLOPE is an additional option for information to further improve speed

requirement calculations and thrust requirements for take off on the runway. Speed

requirements and thrust requirements for take off will depend on the wind conditions

and runway pitch Uphill, or Downhill. Take off on a downhill slope will require less

thrust for the acceleration to V2, uphill will require more, a headwind will mean

slightly less ground speed is required to get the required airspeed, and a tailwind will

mean we require more.

We can set these variables within the FMC system, we can depict uphill and downhill

sloped runways by a U or D with the angle of the slope in degrees, and we can set the

headwind or tailwind component with an H or T followed by the wind speed in knots.

Currently there are no wind or runway slope considerations for us to input into the

FMC, and MSFS does not model sloped runways anyway. If we were to have a heavy

headwind of 5 knots for example, we could add H05/ to that line, if the runway were

0.5 degree Downhill, /D0.5 could be added and so forth. However here at Heathrow

today it’s glorious, there is no wind and the runways are near to flat as we could hope

for.

Next, the RW COND, or RunWay CONDition is set to DRY. This is fairly self

explanatory and relates to the status of the runway being wet or dry. Obviously wet

runways may mean slightly more drag from the wheels due to the excess water that

might slow us down, and if we need to stop there is a skid potential, this all must be

accounted for. We could change this to WET if necessary but good weather has

prevailed and we’ll leave it well alone.

Finally the POS SHIFT option on this page, which is used in case we are not joining

the runway 27L right at the end threshold. If we were to enter the runway at a point

further from the threshold, we would have a shorter runway to use and this would

effect the calculations and the required EPR. If the available runway is shorter,

obviously we’ll need more power to get to speed more quickly in the short space, if it

is longer we can relax the thrust settings a little and take more time in our take off

acceleration.

Once the speeds are entered into the FMC they will show on the Primary Flight

Display (PFD) in green as reference speeds on the speed ribbon to the left. If they are

no speeds set, there will be a yellow NO SPD displayed and this FMC page will

require checking. Once completed your PFD should look like the example in Figure

52.

Be aware that if you PFD does not look like this and looks blank with no visual

artificial horizon then your IRS is not yet aligned. Do not worry about that, once the

alignment is complete the PFD will put your set take off speeds on the speed ribbon if

they are entered, simply wait for the system to align and it will set itself up.

Figure 52 - PFD with the take off speeds added.

The red circle within Figure 52 should be the V1 speed for the take off and match the

FMC speed set on the take off page, looking at mine it does indeed match the FMC

settings.

Now it is time to sort out our cruise settings for this flight, so press the VNAV button

on the FMC for the CLB page.

Figure 53 - FMC VNAV settings.

Figure 53 shows the MOD ECON CLB page, the title itself is informative, indicating

that the climb mode is ECON and that it is the MODification mode currently, other

modes are ACT showing this is the active FMC mode.

We can set out cruise altitude (CRZ ALT) to FL320 by entering 320 into that box and

confirm FL320 is set, the FMC will now use this altitude for computing the altitudes

for waypoints on the LEGS page if they are not already set by us (for instance those

set on the SID will remain, as they are specific altitude targets).

Let’s talk about speed restrictions for a moment. There are two options for speed

here. SPEED TRANS is the speed transition, this normally is 250/10000 by default as

that’s the standard speed restriction for flying, 250 knots below 10,000 feet, however

if the aircraft weight is such that this restriction means the performance of the aircraft

is not as good as it could be (and this is the case for us), the SPEED TRANS will

populate with a higher speed restriction figure. In our case I anticipate the figure to

be around 275 knots below 10,000 feet, and it’s 280 knots below 10,000 feet so I

wasn’t a million miles away. Try looking at this page with a very light aircraft, and

you’ll see that 250/10000 is set in SPEED TRANS.

SPEED REST is a different item altogether, in fact this is a hard set speed restriction

the FMC will follow during flight. Entering 230/10000 will mean the aircraft

automatic systems will not exceed the 230 knot speed cap below 10,000 feet. We

could use a speed cap here, but we’re not going to as the aircraft is quite heavy, we’ll

leave this blank and clear our speed with ATC before taking off.

The reality of speed restrictions sadly is not realised even on Vatsim with most

controllers enforcing the 250 knot speed cap below 10,000 feet ferociously. The fact

is speed restrictions are not concrete rules, but are open to sensible interpretation,

aircraft such as this when filing their plans can inform despatch that they are heavy

and higher speeds will often be cleared for their departure. It can be frustrating when

you have a heavily loaded 747, and you have to fly at an uneconomical speed up until

10,000 feet as a controller refuses to clear your speed beyond 250 knots! It also costs

a lot of money in excess fuel consumption and wear on the engines.

So for those who encounter controllers who are unwilling to negotiate for speed

restrictions, you will need to enter one here, I always ask if I can depart quicker than

250.

If you wish to set up the speed restriction enter the speed restriction by inputting the

new restriction of 250/10000 into the FMC and then adding this to the SPD REST

line. If you remember the transition altitude for this area is 6000 feet, so change

TRANS ALT to 6000. You will then notice that your 250/10000 entry into SPEED

REST is now a shown as 250/FL100 because 10,000 feet is above transitions, and

now a flight level. In the USA of course it will need to be 250/10000 as transition

altitude is 18,000 feet. I don’t want us to use this SPEED REST restriction so please

if you have tried it out, remember to delete it before proceeding.

AT BUR 3000A is the initial altitude target for the climb, if we look at our chart once

again, you’ll see it reflects the chart depiction of the WOB2G departure. There is a

clear turn at BUR, or Burnham with an indication 3000 (lines over and under mean it

is a set height, lines over mean at or below) next to it, the underline indicates “at or

above” this altitude, the A after the 3000 on the page here also means, at or above.

For further explanation, B is at or below, and no alpha characters after the level means

this is a set level, “pass at”.

The MAX ANGLE, is the maximum climb angle for the climb, in event of a engine

failure this will change to the maximum engine out angle for the climb in the current

configuration, if you had a look at the other charts on page 1-4 of the PMDG manual

you’ll see out engine out climb angle is the normal angle -1 degree. With this page

set, it’s time to move onto the next page, the cruise page.

ECON SPD is the economical climb speed after the speed restriction has been

revoked (we’re over 10,000 feet), our set speed for the climb is 339 knots, quite fast,

we’ll make sure we gently get to that.

Figure 54 - FMC CRZ page settings.

Hitting the NEXT PAGE button on the FMC will give you Figure 54, the CRZ page.

Again like the previous page this page title is informative, ECON is the current mode

and CRZ is the page, no ACT is displayed as this is not the active mode within the

VNAV or Vertical Navigation system.

Again we have some work to do here and some verification to do. The CRZ ALT

should already be FL320 as set before, if not add that to the FMC here. STEP TO

shows the next step climb altitude target, this may not be our desired step climb

target, it might be FL350 (the FMC should change it depending on the entry for step

size that we entered earlier) which is wrong we want to use FL340, in this case it was

FL340. If it’s incorrect input the new step climb target into the STEP TO option on

the page and verify the font size increases showing it is confirmed.

The ECON SPD is the current speed within the cruise, a speed of Mach .845 is current

and that’s a little slow for us, we want Mach 0.86, this is cleared with Shannon centre

for our Atlantic crossing and corresponds with our fuel plan. The rest of the page is

informative giving out OPT and MAX flight levels, and our estimated time of arrival

along with our expected fuel load. Our current landing fuel weight is expected at

31,300Kgs, that will more than likely drop after our taxi and as we fly the route. The

other time here shown as 14:43z, is the expected time we’ll need to conduct our step

climb, also the distance to the step climb is included in NM. This page can be handy

during flight when we’re deciding what we want to do in terms of step climbs and

managing our arrival times.

One quick look at the LEGS page and you’ll notice now we have altitudes and flight

levels input into the plan which the FMC has calculated for us when it worked out our

Vertical Path. As Captain, it is your responsibility to check this, the FMC is an aid

not a faultless gadget you believe blindly, let’s just check it against out SID chart for

clarity.

Figure 55 - FMC SID checking.

The LEGS page shows us our SID waypoints and their set heights. Let’s discuss this

a moment, on the left we have waypoints and between those waypoints we have

headings. These are the calculated headings for the line between the adjacent

waypoints. The first heading is 275 degrees, well out runway is 27L and actually at

273 degrees so that’s about right, the next 280 degrees, so a slight right turn to the

INTC (intercept) course. You may see INTC within your plan, I usually bridge over

this with BUR, by clicking next to BUR and entering it over INTC, giving the result

above. After the interception we turn to 306 degrees to BUR, then another right to

002 degrees to LON10, are you following me now? The rest is fairly self

explanatory, the middle is the distance between waypoints, and the next is

SPEED/HEIGHT.

Looking at the chart in we can see we need to take off, turn right to intercept the 301

degree radial from BUR, hence the INTC and then BUR at 304 degrees, it’s slightly

off but that’s ok. We’ll then continue to climb passing LON DME 3 (London at a

distance of 3 NM) then LON DME 4 (as previous) to BUR, once at BUR (same as

LON DME 8) we’ll need to be a 3000 feet or above shown here as 3000A, the FMC

matches the chart so far, good eh? After that we’ll turn right for WOBUN on a

heading 359 shown here as heading 002 probably due to overrunning the turn slightly,

and as you can see it eventually gets closer to 002 with 001 at LON DME 16. Next ar

at LON DME 10 or LON10 we must be at 4000 or above, LON10 has a height setting

of 4000A so it again agrees. LON DME 16 (LON16 on the FMC) again shows a set

height of 6000, which again agrees with the FMC. What we do need to do here

however is close the intercept route up, and set the intercept course to active so we

collect it after takeoff. To do this we simply collect the (INTC) second from top

there, and enter it into the top and accept the change by pressing EXEC.

Notice also that the FMC has calculated our speeds for these stages of the trip, 196

knots and then 280 knots, before the 339 knots climb speed within the VNAV page.

When doing this it has taken into account the flap retraction height set earlier, you’ll

notice that I have in fact changed the output here a little bit and changed the speed

from 280 knots to 240 knots for the LON10 entry. I’ve done this so the aircraft will

get a good chance to climb initially. With the original setup, we’ll take off, start to

climb, and at 2,000 feet start to accelerate at acceleration height, the nose will come

down our climb rate reduce and we’ll start flap retractions. This will continue until

the aircraft reaches 280 knots, which will take some time, as a result we’ll probably

miss our initial altitude targets, which isn’t so good. In doing this I’ve reduced the

time the aircraft will accelerate initially in order to ensure a good climb on the SID.

After LON10 we should be at 4,000 feet, and it’s quite some distance before WOBUN

where we need to be at 6,000 feet, so in this configuration the aircraft will start to

finish the initial acceleration to 280 knots after LON10, as anything prior to that

requires most of the energy being used for the climb.

Ok, with that checked, and knowing the FMC agrees with the chart it might be a good

idea to get a pictorial view of the departure so we can have a better look. Let’s add

some fixes for our convenience, press the FIX button.

Figure 56 - FMC FIX page.

Figure 56 shows the FIX menu, enter MID into the FMC and then click next --- below

the FIX to introduce it as a fix. In some cases the FMC has more than one point

associated with the prefix you gave it, it will ask you to clarify the point, Figure 57

shows this. In this case select the top waypoint, if you look at your chart you’ll notice

MIDHURST has an associated Latitude and Longitude associated with it, this is

510314N 0003730W, so this makes the selection of the right waypoint easier.

Figure 57 - FMC FIX clarification.

Figure 58 shows the FIX page with a FIX entered in. MID for MIDHURST, if you

look at the SID chart you’ll notice that the track to WOBUN is on the MID beam of

360 degrees, as a result I have entered this into the FMC FIX page to see if our NAV

display agrees with my chart as verification. To add the beam simply enter 360 and

click one of the empty RAD/DIS slots, this will introduce the beam. To add distances

as circle distance markers, change the input to /10 if you wish to have a circle drawn

round MID at 10 miles. This comes in handy for selecting airports to land during

flight and we’ll go through that later.

If you wanted to check the London DME waypoints too, might be a good idea, in that

case LON is the waypoint and distance markers of 10 and 16 should cross LON10 and

LON16. This is a very powerful tool for verifying flight plans SIDs and STARs.

Figure 58 - FMC FIX page.

You’ll notice a change to the NA display, change the zoom so you can see the

Midhurst (MID) beam on the display.

Figure 59 - ND display with the beam.

Figure 59 shows the ND, I have included the setting panel for the ND so we can all

have the same view of what is in here. It shows the runway 27L, our departure, it also

shows the leading lines for that runway, we can clearly see the INTC 580 and the first

waypoint BUR, the MID beam shows the line we should take to WOBUN and as you

can see they are pretty much on top of each other. Feel free to play with the fixes, it’s

a very useful skill to have and comes in very handy. But for now we have to press on.

Now just a final thing to do here is set the NAV RADIO for the departure, so press

the NAV RAD button on the FMC and we’ll enter the information. To enter LON

into the top right there, simply type in the frequency for that DME beacon, the

frequency is on the chart at 113.6, and can be seen here, do the same for Midhurst, or

MID, at 114.00, this again is on the chart and put this on the left. You can actually

add the names too, try adding MID and LON instead of frequencies and you’ll see

after a few seconds the FMC sorts it all out for you. Whoever thought of these FMC

things huh! Genius!

The ADF frequency for BUR or Burnham is 421 and again is shown on the chart.

Once all that is entered the NAV RAD page should look like that shown in Figure 60.

Figure 60 - FMC NAV RAD page setup.

To see this information on the flight display simply change the switches for ADF and

VOR on the display panel and view the ND. Figure 61 shows the ND display and the

display settings with the radios tuned. You can see BUR on the left ADF and LON on

the right VOR. If you switch over between the VOR L and R, ADF L and R you can

see the BUR on the right ADF and MID on the left as well.

Figure 61 - ND setup with the radios tuned.

Before we continue, I want to talk about what we’ve just been inputting, VOR, ADF

and DME, I imagine those of you without knowledge of these things are all looking

puzzled and want to know what they are. So here we go:

VOR – Very high frequency (VHF) Omni directional Range, these are ground

stations that broadcast the station name and the angle to the station, so pilots can

know which direction to fly in to get to the station. Many VOR navigational aids also

have DME systems too, and sometimes called VOR-DME or VORTAC depending on

who operates the DME.

ADF – Automatic Direction Finding, these use a series of non-directional beacons

(NDB) on the ground to drive displays which show the pilots the direction to the

beacon.

DME – Distance Measuring Equipment is another navigational aid, it is a radio aid

that provides distance from information by measuring the total round trip time of the

signal from an aircraft.

Don’t worry too much about all that, it’s not necessary to know all that in this tutorial

but certainly good to take a look at when you’re bored!

Ok, now I’d like to look at the NAV RAD page a little more and show how it can be

useful when you want to fly a set heading from a VOR. Go back to NAV RAD page

and enter 250 into the CRS section just below MID like shown in Figure 62.

Figure 62 - FMC NAV RAD with course set for MID.

Now what have here is a course tuned into the VOR for MID, this will set our

approach VOR display of the ND to show the approach to the radial 250 degrees from

MID. Take a look on the ND and set it as I have here in Figure 63.

Figure 63 - NAV VOR on the ND for MID course 250 degrees.

As you can see the VOR section of the ND shows the VOR vectoring approach

markers that would help us steer the course 250 using the Midhurst (MID) VOR. Try

changing the heading in CRS within the FMC NAV RAD page.

Ok, it’s now time we were pressing on, set the FMC to the THRUST LIMIT page,

we’ll use that when we take off to verify the thrust mode changes. For now

everything is set as we want it in there and it’s time to prepare the other aircraft

systems for departure.

Next we’ll set the trim setting, as we saw in the FMC take off pages (if you’re not

sure go and have a look in the FMC then reset it to the thrust limit page) the trim

setting was 6.0, so let’s set that.

Figure 64 - TRIM setting.

Figure 64 shows the trim setting set to 6, to change the trim use the numeric keypad

and the numbers 7 and 6 with NUMLOCK OFF, set the trim to 6 and we’re done.

Next is the MCP, what to put in the MCP I hear you ask! Well it’s all fairly straight

forward really, we need to input our takeoff V2 speed which is 186 knots, I usually go

a little over this for good measure and put in V2 + 5 (making it 191 knots), the manual

for PMDG and tutorials suggest +10, it is personal preference really. We need to add

our initial climb altitude of 6000 to the MCP, and the heading of the runway, of 273

degrees. So let’s put that information into the MCP, and once finished it should look

like this.

Figure 65 - MCP settings for takeoff.

Ok, the MCP is almost ready, now to get the system primed for the take off and flight,

to do so we can switch the two Flight Directors (F/D) on for the Captain and First

Officer displays and then set the LNAV and VNAV systems by pushing those

buttons, they should light up, but we’ll leave the A/T till later on. After that the MCP

should look like this.

Figure 66 - Set MCP.

Ok, with the MCP setup it’s time to set all the other systems ready for the departure

and flight. Set up the displays with these settings for the flight.

Figure 67 - Display settings.

Make sure you set both the Captain and First Officer displays up, and remember to

change the BARO to HPA and not IN. I usually press the TFC too for traffic data

from the TCAS system at this point, and add the Flight Path Vector (FPV) to the PFD

display which I find useful. The FPV shows the actual aircraft line of motion on the

PFD rather than just the pitch and roll positions of the nose, we’ll cover this in more

detail later on don’t worry. The PFD should now look like shown within Figure 68.

Figure 68 - PFD after the MCP is primed.

Next our altimeters need to be set (well actually they don’t they’re already set but

we’ll go through it anyway). By pressing just above the button STD with the pink

circle in Figure 69 (in fact on BARO) we can change the altimeter setting from IN to

HPA. We want to use HPA so make sure that is selected, you can tell what is set on

the PDF as the altimeter setup in the red circle should show HPA for the setting.

Rotate the dial till it reads 1013HPA which is the standard setting, and the setting for

the current weather conditions here at Heathrow. The blue circle is the dial for the

auxiliary altimeter, and this should be set to the right setting too. Once set the

instrument setup is complete. Remember to do this for the First Officer as well as the

Captain! Figure 69 shows the altimeters setup for the flight instruments.

Figure 69 - Altimeters setup.

Around this point I usually activate the FPV, Flight Path Vector. This will come in

useful during the takeoff and you’ll

Just a few more lower EICAS checks before we can continue, the following figures

all show the lower EICAS displays for various systems within the aircraft, the first we

will check is the GEAR page. Figure 70 shows the gear page of the lower EICAS, the

numbers next to the tyres are the tyre pressures, the figures within the tyres are the

brake temperatures. The gear door readouts are also shown here showing either

closed or open.

If there is a problem the brake temperatures will illuminate in yellow, at this point if

we are on the ground, maintenance staff would have to examine them and cool them

down before we would be able to taxi. If it were to happen in the air, we would slow

and extend the undercarriage, cooling the brakes in the air flow before landing.

Figure 70 - Lower EICAS GEAR settings.

Figure 71 shows the doors page of the lower EICAS, any open doors or cargo holds

would be shown in yellow on this display. Currently no doors are open we’re all set,

everyone must be onboard.

Figure 71 - Lower EICAS DRS settings.

Figure 72 shows the HYDraulics page of the lower EICAS. At the moment the

pumps are inoperative as we’ve not primed them, but the quantity of fluid depicted by

the QTY tag seems to be good for all the pumps, at 97% or more for all pumps. Pump

4 has an additional AUX setting, this allows the nose wheel to be moved by the

ground pushing equipment without damaging the aircrafts hydraulic system. Once set

to ON the pump 4 will then provide power to turn the nose wheel.

Figure 72 - Lower EICAS HYD settings.

With that all checked and verified we are now ready to run through our preparation

checklist and continue. Might be a good idea to put on those seat belt signs and set

brakes to Rejected Takeoff or RTO now and lock the cockpit door for the flight.

These can be found on the COMMS panel and within Figure 73.

Figure 73 - RTO and seatbelts.

While our passengers are all getting seated we’ll run through a brief after we get our

clearance. The clearance is for the flight plan we filed, and we’ll be on an IFR flight

plan. The clearance ATC dialogue will go something like this:

You: “Heathrow delivery, Speedbird 283 is type Boeing 747 with

information Bravo request IFR clearance to Los Angeles as filed.”

Heathrow Delivery: “Speedbird 283 you are cleared IFR to Los

Angeles as filed on a WOBUN 2 Golf departure from 27 left, no higher

than 6000 feet squawk 5227.”

You: “Heathrow delivery, Speedbird 283 is cleared IFR to Los

Angeles as filed on a WOBUN 2 Golf departure on 27 left,, no higher

than 6000 feet and squawking 5227.”

Heathrow Delivery: “Speedbird 283 your readback is correct contact

ground on 119.34 when ready for pushback.”

You: “That’s 119.34 for the push, thank you Speedbird 283.”

Before we proceed here, I’d like to make an additional point. This is not entirely

accurate, in fact we would have to obtain two clearances for trans-Atlantic flying as I

mentioned earlier in the planning stage, our NAT clearance from Shannon. For this

we would call Shannon and get our clearance for a NAT at a flight level and cruise

speed, Shannon would then (hopefully) grant this clearance and notifying us of a time

window within which we must enter the track at our provided parameters. This will

then be used to predict our path and exit times for the track. For us we’ll go for a

simple clearance, and neither MSFS or Vatsim support this clearance system, but it’s

certainly useful to know when considering trans Atlantic operations.

We have a squawk code, so enter that into the radio stack, this will enable us to be

identified once we are in the air. Figure 74 shows the stack with the squawk code

entered, I have just made this code up, so it does not correspond to any set standard.

Figure 74 - Squawk code and TCAS test.

Figure 74 shows the squawk code entered and the light blue circle depicts the TCAS

controls. Select TEST and wait for the system to complete its test, you will hear an

audio confirmation when it is completed. We’ll use the TCAS system later, but for

now we’ll just test it and then it will automatically resume on standby.

All we need now is the brief! The brief is important and can change from flight to

flight depending on a number of factors. I have used a brief from one I heard on a

DVD for the 747-400 as a template which I have adapted for our take off, this is as it

should be said on the flight deck. For the moment it might be a good idea to explain

the purpose of this brief and how it can change.

The purpose is simple, to ensure that the pilots know what to expect and what to do if

problems arise. It is to check too, if there are any problems or things that might have

been overlooked. As Captain it is your responsibility to carry out this brief, and your

departure brief for today will be as follows:

So.. there are no technical defects that will effect our flight today, it’ll be

a standard left seat takeoff, using flaps 20 on runway 27 left here at

Heathrow Airport. We’ll have one weather radar on for departure (the

simulation doesn’t actually simulate these), there’s no need for the anti-

ice and the wind right now is calm but we’ll reassess that when we get

out to the holding point. Taxiing from D10, we’ll probably expect a

standard routing via Tango then Sierra to hold at Sierra Bravo 1 for 27

left.

For emergencies on the runway, if I decide to abort the takeoff I will call

stop. I will simultaneously close the thrust leavers, manually deploy the

speed brake and utilise the RTO function of the Autobrakes. I will also

select sufficient reverse thrust to bring the aircraft to a complete stop on

the runway. If it is an engine problem could you call inboards or

outboards and I will then apply appropriate reverse thrust on the

engines. If you see the Autobrakes message on the EICAS, if you could

inform me please then I will use manual braking and also would you tell

ATC that we’re stopping and call me 100 80 60 in the deceleration,

we’ll come to a stop on the runway and reassess the situation at that

time. However, if I decide to continue the take off, I will call go, with

gear selected up, aircraft under control, could you restate the failure for

me please. After 250 feet I’ll ask for an appropriate autopilot, above

400 feet, I’ll ask for the appropriate checklist, if you could carry that out

I will continue to monitor what I can from here, I will also fly the

horizontal profile of the SID.

Today’s SID is a standard WOBUN departure, WOBUN 2 Golf

departure, on 27 left, it’s straight ahead to intercept the 301 bearing

towards Burnham NDB by London 3 DME. Burnham is on both the

ADFs and identified, we’ve also hard tuned London on the right and

Midhurst on the left, they are also identified on the ND. At London 3

DME, we then intercept the 301 to Burnham, then the routing after that

is the 360 bearing north, to the Wobun intersection. We’ve set a fix with

beam 360 out of Midhurst as well just for good measure. As for height,

we’ve checked the legs page within the FMC and we are showing

Burnham 3000 feet or above, London 10 DME 4000 feet or above and

London 6000. We’ll keep the speed at 240 knots until we’re clear of

LON10 to ensure a good climb to 4,000 feet, then fly at a higher initial

climb speed of 280 knots and this has been cleared by ATC.

For minimum safe altitudes we’ll use 3000 feet initially round London

then 5000 after that to keep us clear of anything in the Lake District.

Standard transition altitude is 6000 feet today and there is an initial

speed restriction of 250 knots below flight level 100, although ATC have

said we can expect faster later, are there any questions on the brief?

So that’s the brief! Now, let’s make sure that we’ve completed these checks early,

then wait until our scheduled off the blocks time (preparation for pushback removing

the blocks on the wheels) to ensure that we’ll get to the NAT entry point within the

allotted time Shannon centre has specified.

Well since we’ve got a bit of time, might be worth our while giving a quick public

announcement to our passengers, and as Captain that’s your job!

Ladies and gentlemen I’d like to welcome you onboard this British

Airways flight from London Heathrow to Los Angeles International

Airport. I’m your Captain for this flight and, I have two first officers

flying with me today. We’re all ready up here now and are awaiting

our time slot for departure, currently there are no delays and the

weather for our flight looks very good so we should get some nice

views of Greenland, Canada and the United States, in particular the

Rocky Mountain range. The weather at Los Angeles at the moment is

warm and sunny, and it looks to be staying that way for our arrival.

I hope you enjoy the flight, if we can do anything to make your flight

more enjoyable please don’t hesitate to ask our staff on board the

plane. Thank you, and thank you for flying with us today.

OK, we’re now ready for our Before Start Checklist!

Checklist Time!

BEFORE START CHECKLIST

INSPECTION & SECURITY COMPLETED

OXYGEN CHECKED 100%

INSTRUMENTS SET

QNH/Aa SET AND CROSSCHECKED

PARKING BRAKE SET

AUTOBRAKE RTO

FUEL CONTROL SWITCHES CUTOFF

BRIEFING GIVEN AND UNDERSTOOD

FUEL CHECKED AND SET

ZFW CHECKED AND SET

THRUST SET

SPEEDS AND MACTOW SET

LNAV/VNAV ON AND ON

Hopefully that should all pass without too much difficulty, we’re now ready to get

ourselves ready for the start. We have our clearance, all the initial checks are

complete and its time to get moving, the cabin has just confirmed that we’re secure

and everyone has their belts on. Let’s get the aircraft ready for the push and start, so

let’s call for it on ATC. Before we do, we’ll have a word with ground, see if we can

pressurise our hydraulic system without hurting anyone. Once we do this all the

control surfaces (rudder, ailerons, tail) on the plane will be come active and move into

their correct positions, it’s important to get clearance before you do this so not to hurt

anyone or damage anything, so let’s ask.

You: “Good morning ground.”

Ground: “Go ahead.”

You: “Ok we’ve waiting to push, I can see from here that all the doors

are closed but could you confirm that all doors are closed and secure,

cargo doors checked latch closed and that all gear pins are removed

and only the steering bypass pin remains and are we clear to

pressurise the hydraulics?”

Ground: “I can confirm all doors are closed and secure, and all pins

removed only bypass pin remains, and you’re clear to pressurise.”

You: “Cleared to pressurise, thank you very much.”

The pre-start actions you’ll be pleased to hear are not nearly as complicated as those

and almost all involves the upper panel, the first step is the hydraulics.

Figure 75 - Demand pump settings.

Figure 75 shows the hydraulic demand pumps, we need to set all these to AUTO bar

the final pump 4, this must be set to AUX. Remember the reason for this? It is that

the final pump provides power to the nose wheel, and in order to prevent damage to

this system is set to AUX to allow the wheel to move freely while ground push us

back. So set these pumps as shown and check on the lower EICAS with the HYD

page.

Figure 76 - Lower EICAS page for the pumps.

The lower EICAS shows that all pumps are running and the pressures are normal at

roughly 3000 each with pump 4 running the AUX system. Next is the fuel system, air

conditioning and the lighting systems. While we are looking at the hydraulics here,

you may notice the extra pumps in yellow, they are there to provide extra hydraulic

power when it’s required, typically when retracting or extending the undercarriage or

flaps, try watching the display when the flaps or gear is moving you’ll see them

become active (PMDG really did simulate a lot here).

Figure 77 - Fuel, lights and AC settings.

Figure 77 shows the next stage, priming all the fuel pumps shown in blue here apart

from the STAB L and R pumps. The light blue is the air conditioning system and that

is turned off to maximise the bleed air for the start. The pink shows the beacon light

which must be set to ON before moving the aircraft.

Set the panels as shown and verify that these settings using the lower EICAS.

Figure 78 - Lower EICAS fuel for start.

Figure 78 shows the fuel pumps running for the fuel tanks, the blue shows that the

pump is set to run but based on the FMC fuel management system it is not required

and so sits in standby for the moment. Green shows the pumps are running.

Figure 79 - Lower EICAS ACS for start.

Figure 79 shows that all the packs are off and we are now ready to set our transponder

to XPDR (a strange abbreviation for transmitter transponder). Figure 80 shows the

transponder set to XPDR.

Figure 80 - Transponder set to XPDR.

Ok well that was quite quick wasn’t it! We’ve done all the hard work now, we’ve

checked the doors already, and set the passenger signs up so no need to repeat our

workload here. We’re now ready for the push and start, but first, let’s get our

clearance for it, this should go something like this.

You: “Heathrow Ground, Speedbird 283 type 747 at Gate Delta 10

ready for push and start.”

Heathrow Ground: “Speedbird 283 you’re cleared push and start

now, QNH 1013 face towards the North East on Tango.”

You: “Cleared push and start now, QNH 1013, facing North East on

Tango Speedbird 283.”

You’re probably wondering what they’ve just told us, but essentially they want us to

face the Sierra taxiway, the right way, so we don’t need to mess about on our taxi to

27L, makes sense doesn’t it? They’ve also given us our QNH again, that’s our

altimeter setting which we must read back to them, however we’ve already checked

this and might be worth a quick glance so I’ll let you do that and then we’re ready for

the next phase.

Oh, one more thing, the now isn’t them being rude, it’s just that Heathrow is a busy

airfield and clearances don’t last forever, once you’ve given it, they really expect you

to be getting on with it pretty quick, but since this is a simulation and tutorial we can

relax a bit!

Push cancel then recall on the MCP to check for anything we might have missed, it

should look like it does within Figure 81.

Figure 81 - Upper EICAS recall checking.

We’re ready for the next stage now, leave everything as it is and we’ll carry on, it all

gets busy from this point on though!

4.4 Push and Start

This next stage is going to kick off with a checklist for our push and start, but we’re

now ready to get rolling and get this aircraft warmed up, so let’s get started.

Checklist Time!

PUSH / START CHECKLIST

PASSENGER SIGNS ON AND ON

HYDRAULIC DEMAND PUMP 4 AUX

HYDRAULIC DEMAND PUMPS 1, 2, AND 3 ALL AUTO

AUTOSTART ON

BEACON BOTH

DOORS CLOSED AND SECURE

TRANSPONDER XPDR

FLIGHT DECK DOOR LOCKED

TRIM SET TO 6, ZERO AND ZERO

PACKS ALL OFF

Ok it’s the bit you’ve all been waiting for, time to get off the chocks and up into the

big blue. Let’s run through what we’re going to do here, first, we’re going to get our

ground crew sorted out (with their panel PMDG gave us).

The PMDG provides a small simulation of a pushback which is very useful, and we’ll

use this on this flight. I’m off the blocks at 11:57 that’s 10:57z. Z is for Zulu time

which is a standard time that all aircraft operate to all over the world, currently it’s 1

hour behind GMT our local time here at Heathrow.

Figure 82 - Off the blocks at 10:57z.

Figure 83 - Pushback panel.

Figure 83 shows the pushback panel for the ground crew, in order to activate it, right

click on RST, then enter the appropriate numbers, these will be ours, don’t do this

now, but when you’re ready right click on the RST button again, but first let’s talk

about our start procedure before we carry on.

We’ll start engine 4 first, then 3 and then 1 and 2 at the same time. The procedure

goes like this, we’ll start the push, then switch 4 engine fuel CUTOFF switch to RUN,

and then pull the appropriate starter at the top. Once pulled the starter switch will

light up and we will watch the start on the upper EICAS and lower EICAS to check

for hot starts or engine failures. So for now set the lower EICAS to ENG and we’ll

discuss the start further.

Figure 84 - Upper EICAS and lower EICAS engine start procedure.

Figure 84 shows the upper EICAS and lower EICAS panels, upper EICAS on the

right. What will happen on the start? Well first you’ll notice the DUCT PRESS on

the upper ICAS will increase to 40 or 41, this is because the APU is now proving

bleed air to the engines for the start, the N3 will then start to increase, then N2 and the

OIL P (pressure) and OIL T (temperature) will start to increase. At about 20% N3,

the fuel flow will start to the engine, this is shown as FF on the lower EICAS. If there

seems to be a problem stop the start of the engine by setting fuel to CUTOFF again.

Once 4 is started, start 3, and then 2 and 1 at the same time, the aircraft APU is

capable of starting two engines at once. Although it is personal preference some

choose to start them all one at a time, some in pairs.

Just before we do carry on here, it is important to say that we would have to obtain

clearance from the ground crew before we can start the engines, they will let us know

which engines we can start and at what point within the push.

You: “Flight deck, ground.”

Ground: “Go ahead.”

You: “Ok, we’ve been cleared for the push and start, if you could put

us facing north on Tango and let us know when we can start the

engines please.”

Ground: “Ok, standby…..”

To start select the CUTOFF to run as shown within Figure 85 and once this is done

start the starter by pulling the starter shown in Figure 86. This is showing a number 4

start, the first start we’ll do.

Figure 85 - CUTOFF set to RUN on the thrust levers.

Figure 86 - Start switch to go and lit.

Start this procedure AFTER you have begun the pushback and not before. So left

click on the pushback button and follow grounds instructions and we’ll get the start

underway! They’ll ask you to release the park brake, and then you’ll get clearance to

start engines.

Ground: “Cleared to start 4.”

You: “Starting number 4.”

Imagine the rest of the procedure as follows.

Ground: “Cleared to start 3.”

You: “Starting number 3.”

………

Ground: “Turning 4…….. turning 3…”

………

Ground: “Cleared to start 1 and 2..”

You: “Starting 1 and 2…”

………

Ground: “Turning 1…… Turning 2….”

Once the push is complete you’d hear something like this conversation between you

and the ground crew.

Ground: “Ok we’re done down here, could you set the parking brake

please..”

At which point you set the park brake and confirm it is set on the EICAS.

You: “Ok that’s the park brake set, we’ve got 4 good starts up here,

thank you very much, can you disconnect now and could you show us

the steering pin on the left please.. and we’ll see you next time..”

Ground: “Ok.. we’ll disconnect.. and show you the steering pin on the

left.. have a good flight..”

Ground crew will most likely know your sequence and often let you know when your

engine outer fan starts to turn. Once they’ve disconnected you’ll see the ground crew

wave the steering pin at you so you can see it is removed.

With that complete and the start concluded, following the ground instructions we

should be parked nicely with our park brake on. You’ll notice there is a warning on

the upper EICAS.

Figure 87 - After start warning on upper EICAS.

It’s telling us that the pressure isn’t right on pump number 4, this is because it’s still

set to AUX, as part of the after start items we’ll set this in a moment but it’s perfectly

normal.

First item after start is the APU, this needs to be turned to OFF. Figure 88 shows the

APU power set to off, once it is powered down the APU GEN 1 and 2 will extinguish.

You may have noticed during the start that the APU GEN 1 and 2 stopped providing

power, once the engines began to run they provided electrical power to the aircraft

and their generators automatically take over. If you so wish have a look at the lower

EICAS ELEC page and have a look at the power distribution system within the plane

now.

Figure 88 - APU set to off after start.

Then next stage is to reset the air conditioning systems for the flight. Reset PACK 2

to NORM and verify with the lower EICAS it is running. Figure 89 shows the panel

as it should look after the “after start items” are completed.

Figure 89 - Air conditioning back to on.

I usually check the anti-ice at this point, on our upper lower EICAS display we can

see the outside air temperature is 15 degrees Celsius, and as a result the anti-ice is not

required for this take off, so we’ll leave it off for now.

Next, since we are about to taxi, turn on our taxi lighting, Figure 90 shows the taxi

lights turned on.

Figure 90 - Taxi lights on.

The final stage setting of the after start items are the flaps, set these to flap 10 using

the lever and ensure they are down and green as shown on the upper EICAS display.

Figure 92 shows the flaps set to 20 degrees and green, indicating they are locked. It is

a good idea to do a RECALL on the upper EICAS panel before proceeding. Figure

91 shows the RECALL button and CANCEL button for the upper EICAS. Hit

CANCEL to clear the warnings and then RECALL to bring back any warnings that

are still valid, check that the display on the upper EICAS looks as it does in Figure 91

with no amber or red warnings, just white advisories and no APU RUNNING. If

there are additional items find the appropriate checklist and conduct the procedure.

You may find that the APU RUNNING message is still displayed despite you turning

it off, this is normal as it takes the APU a while to run down. You can watch the

rundown of the APU on the STAT page of the lower EICAS, just be patient and the

advisory will eventually go out.

Figure 91 - RCL and CANC buttons for the upper EICAS.

Figure 92 - Flaps 10 and RECALL.

We are now ready for our taxi and taxi clearance, I told you things would get a lot

quicker now! A few more things before we proceed, there is a pin within the nose

steering wheel at the front of the aircraft. This should be removed by the ground crew

and visually displayed to the Captain or First Officer before we move.

Checklist Time!

AFTER START CHECKLIST

APU OFF

ANTI-ICE OFF NOT REQUIRED

AFT CARGO HEAT ON

RECALL CHECKED

PACKS 1 AND 3 OFF, 2 ON

HYDRAULIC PUMPS ALL AUTO

GROUND CLEARANCE SEEN

PARK BRAKE ON

FLAPS 20 GREEN

4.5 Taxiing to 27L for Takeoff

The next stage is to get the aircraft moving and to our runway for takeoff, so let’s get

moving.

Unfortunately the next stage would normally be done within the taxi but I’ve not

changed my settings on the controls so I have to do this before I taxi, and that is check

the flight controls. Set the lower EICAS to the STAT page and using your joystick

check the flight controls, left to right on the ailerons and up and down on the

elevators, finally the rudder left to right.

Figure 93 shows me testing my flight controls on my aircraft before I begin the taxi to

the runway holding point, I am testing a right turn on my ailerons. Conduct your tests

and prepare for your taxi.

Figure 93 - Lower EICAS STAT control checks.

Once you’ve completed your checks you’re ready to taxi, so let’s get our taxi

clearance.

You: “Speedbird 283 at gate D10 requesting taxi to the active.”

Heathrow Ground: “Speedbird 283 taxi via Tango Sierra hold at

Sierra Bravo 1 for 27 left.”

You: “Taxi via Tango Sierra hold at Sierra Bravo 1 for 27 left.”

Now let’s be sure we know where we are going! Getting lost on Heathrow taxiways

is not only bad news for you, but a disaster for ground control who will spend most of

the day cursing you if you go the wrong way!

You: “Clear on the left.. can you check the right please..?”

Your First Officer: “Clear on the right..”

As you look ahead you are on the Tango taxiway, this then meets the Sierra taxiway

which runs left to right of your current position. 27L is right, on this taxiway, so we

will taxi to Sierra and then turn right. You follow this taxiway then to the hold at

Sierra Bravo 1, or SB1. If you have the Heathrow taxi charts this information is on

there in detail. It should be obvious in theory where you are going from where we are

right now but just in case, I will show you this.

Figure 94 - Taxiway map.

Tips for taxiing this big aircraft. Don’t rush is the number 1 rule, you’ve got plenty of

time, so take your time, 20 knots is a pretty quick taxi speed and I’d usually roll up to

the Tango Sierra meet around 10 – 15 knots and depending on other traffic potter to

the runway at about 15 knots reducing to below 10 knots for the turns. Always slow

down for the turns and try to keep the aircraft moving at all times, you use a lot of fuel

getting over the initial inertia of the aircraft.

To get her rolling you don’t need a lot of power, these engines pack quite a punch.

Push them up around 38% N1 and let the aircraft slowly get up to taxi speed, then

gentle changes in the thrust settings. Sometimes I use differential thrust to turn on

tight turns, but for this routing it’s really not necessary at all. Try not to drop the

engine power too much and use the brakes sparingly as you go. As we get close to

the holding point switch the A/T to ARM ready for the takeoff and TOGA modes.

Figure 95 - A/T set to ARM.

Now we’re ready for the next stage as we are getting nearer to the holding point

somewhere along Sierra, maybe passing that second terminal building. As you

approach you may be told to go to Squawk mode Charlie, this means put on your

transponder. Let’s imagine at this point we’ve been asked to.

Ground: “Speedbird 283 squawk mode Charlie.”

You: “Squawk mode Charlie Speedbird 283.”

In order to do that set the transponder panel to TA/RA.

Figure 96 - TCAS and transponder set to ON.

Figure 96 shows the transponder and TCAS system now active. Now we’ve finished

this phase it’s time to progress!

Checklist Time!

BEFORE TAKEOFF CHECKLIST

DEPARTURE DATA AND CLEARANCE CONFIRMED

FLAPS 10 GREEN

FLIGHT CONTROLS CHECKED

STAB TRIM 6 SET

CABIN READY

If there is a delay, might be as well to let the passengers know right?

Ladies and gentleman, we’re just waiting for the aircraft in front of us

in the queue to take their turn taking off, we’re currently 3rd in line for

our take off, and it shouldn’t be more than 5 minutes or so before

we’re lining up. You’ll be pleased to hear we left the blocks just 2

minutes late, and as a result we’re going to be making good time on

our trip. Thank you.

As we get closer and closer and are approaching the hold (10 metres or so) it is good

practice to “ding” the cabin crew by turning the cabin signs on and off twice. Now

would be an excellent time to do this. Figure 97 shows the cabin signs control panel

and just switch the seatbelt signs on and off quickly twice as an indication to the crew

that take off is imminent.

Figure 97 – Seatbelt and smoking signs.

As we get closer to the runway we’ll probably be given clearance to take off, usually

comprises of the following:

You: “Speedbird 283 at Sierra Bravo 1 hold for 27 left ready for

departure.”

You might either be told to hold in which case you acknowledge that hold, or you’re

given clearance.

Tower: “Speedbird 283 cleared for takeoff 27 left wind 2 at 220.”

You: “Speedbird 283 cleared for takeoff 27 left.”

Before take off an item to set is the INGNITION CON button on the starter panel

shown in Figure 98. This operates the igniters within the engines and prevents

flameouts during takeoff or turbulence, we’ll use this on our takeoff. Normally these

get used during precipitation, turbulence and takeoffs to ensure a good running of the

engines.

Figure 98 - IGNITION CON set.

Once IGNITION CON is set to on, on the upper EICAS this should be reflect this,

and looking at Figure 99 you can see it does.

Figure 99 - Upper EICAS showing the CON IGNITION ON.

The strobes won’t be on yet, switch on the lights as you cross the holding point. Then

concentrate on lining up, the lights are shown here in Figure 100.

Figure 100 - Strobes and takeoff lights.

It might be a good idea to hit TFC on the display for TRAFFIC from the TCAS, so it

will be displayed on our ND. TCAS is extremely useful when flying within civil

airspace, and although we have configured this simulation with no traffic, let’s get

into the habit of turning on the traffic alert system.

Figure 101 shows the TFC button on the ND display panel to activate the TCAS

display on the ND.

Figure 101 - TCAS TFC button on the ND display panel.

You’ll notice once this is complete, if you look at the ND, you’ll see a small TFC in

blue on the right hand side near the bottom.

4.6 Takeoff and Climb

Ok well it’s time to line up now and get our takeoff underway! Really not very much

to do between these checklists now is there, here comes another!

Checklist Time!

CLEARED TAKEOFF CHECKLIST

TCAS CHECKED ON

LANDING LIGHTS ON

STROBES ON

CONTINUOUS IGNITION ON

Well this is the bit we’ve all been waiting for and now it’s time to get up there in the

big blue!

Figure 102 - Speedbird 283 ready to go 27L EGLL.

And there she is lined up and ready to go, what’s the procedure? Well I find that

PMDG did an excellent lesson on takeoff technique. But I will run you through it

anyway.

We’ll ramp up the engines to around 70% N1, we’ll then watch the engines stabilise

at that and the aircraft will begin to move, at which point we’ll check we are lined up.

Once stable, we’ll engage the TOGA system and the aircraft will automatically set the

takeoff thrust that we gave it within our FMC programming, we’ll then monitor the

takeoff. The first officer will call 80 knots, then V1, before V1 we abide by our brief.

If we decide to abort we call STOP and then 100, 80, and 60 knots respectively. If

it’s engines inboard or outboard and the appropriate reverse thrust with RTO braking.

If you want to refresh yourself with the brief it’s all in there.

Once at VR, rotate speed, we will lift the nose by pulling back, do this gently, she will

probably take some lifting at this weight. Lift gently till you’ve got about 10 degrees

up and hold it, let her leave the tarmac very gracefully and at a reasonably low pitch,

this allows more acceleration and those extra 5 knots will help. Once 40 or 50 feet

clear, using, increase the pitch till the acceleration has stopped. The thrust is a THR

REF setting and will ignore the speed of the aircraft so try manage it yourself.

This will all happen very quickly. Once above 100 feet passing maybe 150 and

you’re safely established in a climb, call “positive rate gear up”, then retract the gear,

you’ll notice you get a bit more speed as the drag of the gear is taken away as it

retracts. Now it’s time to watch for flap scheduling. On the PFD you will notice 5, 1

and UP on the left in green on the speed ribbon. These are your flap retraction

speeds, follow these.

As you retract to flaps 5 you’ll notice CLB1 on the lower EICAS display, indicating

the CLB-1 take off climb thrust we set in the FMC. It’s all going swimmingly isn’t it!

At about 500 feet or 600, or if you’re feeling brave, whenever you want, engage the

autopilot and let the aircraft fly the SID, after transitions, flaps are up and some other

items are complete, you will carry out your after take off checklists.

We’ll go through this in more detail so it might be a good idea to pause the simulation

and come with me on my take off and SID procedure so I can walk you through

what’s happening.

Well the first stage as I said before is to bring the engines up to about 70% N1 and in

Figure 103 we can see the engines being brought up to that level. It’s good to bring

the engines up to that level and let them stabilise, in doing so you can ensure that

you’re correctly lined up, perhaps a little steering left or right and then we’re ready to

continue the roll. Once the engines have reached the level are stable and the roll is

straight, it is time to apply takeoff power when we hit TO/GA.

Figure 103 - Takeoff upper EICAS before TOGA.

The displays should look something like Figure 106 with TO/GA engaged. The TO1

thrust rating is shown on the upper EICAS in the green circle, the blue circle shows

the aircraft on the runway on the ND. Once the thrust reaches the set take off thrust

of 1.64 EPR the first officer will call “power set”.

The PFD on the left shows acceleration and THR REF for throttle mode and TO/GA

modes for roll and pitch, note FD is engaged (shown as green on the PFD) meaning

that we are in control of the plane.

The FD produces the two magenta lines on the PFD, these lines show the pitch

(horizontal line) and roll (vertical line) of the profile of flight the FD has determined

is required in order to achieve the altitude and directional targets set on the MCP or by

the autopilot. Currently we are in TO/GA mode for the roll and TO/GA for the pitch,

at takeoff the TO/GA mode maintains the runway heading, hence the vertical magenta

line (roll portion of the FD) is in the middle and indicating no left or right

requirements. The pitch mode for the TO/GA is to pitch to maintain the altitude set

(although it’s never active long enough to do so), which explains why the pitch line

(horizontal magenta line of the FD) shows a required pitch of 8 degrees. The SID can

be seen on the ND and within the PFD we can see LNAV and VNAV are armed

modes (armed modes appear in white under the active modes) for the autopilot. Also

in the green circle we can see the 1.63 EPR setting we had primed in the FMC for the

takeoff, all engines are now showing that thrust level.

You’ll also notice on the PFD a small square in which in the centre, this is our current

orientation in terms of pitch and roll. In order to fly the FD profile we manoeuvre the

aircraft so its orientation sits where the FD magenta lines for pitch and roll cross.

Another very useful take off aid is the FPV, or Flight Path Vector indicator, we can

switch this on using the FPV button the Captains panel controls.

Figure 104 – FPV button on the ND display panel.

Figure 105 - FPV on the PFD.

The FPV is the small white symbol in the centre of the PFD showing the direction of

motion. This is not the orientation of the aircraft but its overall direction. Let me

explain what I mean, if you’re driving your car for example and you are driving on

ice, you may turn the steering wheel right and the car might change its orientation so

it faces right, however due to the lack of traction and the momentum of the car it

continues to go forward. If our PFD here were fitted to that car, the white square

would show the cars orientation facing the right, but the FPV would show the

direction of travel which would still be straight on. The FPV of course not only does

this for the roll put also for pitch, you’ll see the FPV in action in a moment and it will

all become clear I promise you.

Figure 106 - Take off instruments after TO/GA.

What do we expect to happen here? Well we expect that during the takeoff TO/GA

will be the active mode for the takeoff. As we start to climb LNAV will take over as

the new roll mode after a set altitude, around 250 feet. This roll mode follows the

horizontal profile of the flight plan, in this case our SID, and will give demands left

and right on the FD magenta vertical line for roll left or right accordingly.

Figure 107 shows the acceleration continuing beyond V1, there have been no

malfunctions and so far the takeoff is going very well, as we pass V1 the first officer

will call V1. Notice the HOLD on the thrust mode, this is because the thrust mode

has now obtained the level of thrust required, the correct EPR, and will now HOLD or

maintain it during the takeoff. It is NOT holding a target speed!

Figure 107 - PFD for V1 and VR.

Figure 108 shows us passing V1 we are shortly followed by VR, this is the point at

which the nose is lifted, you can see this as the white square is set at just over 5

degrees indicating the orientation of the aircraft. The acceleration at this point will

decrease as the aircraft rotates to begin its climb but the aircraft should continue to

accelerate into the initial climb with no trouble. On the right however there is no

positive rate of climb yet and like discussed earlier the FPV has indicated no lift, the

direction of travel it indicates is still horizontal on the runway, you see how the FPV

works now?

Figure 108 - VR rotating the nose.

Figure 109 clearly shows the aircraft rotating before it is airborne, the importance of

lifting the nose slowly is to avoid the tail hitting the tarmac, a tail strike. In this case

the nose was lifted very gently up to 8 degrees and held there for a sensible gentle

climb until the tail is clear of the runway.

Figure 109 - Tail strikes.

Figure 110 shows the PFD at this point, the aircraft is now clearly climbing, we have

a positive rate of climb or 1800 feet per minute (shown on the right of the PFD) and

now we are travelling through 180 feet (according to the radio altimeter showing 68

feet on the top right, radio altimeter is a beacon under the plane that bounces a signal

off the ground, it operates to 2,500 feet), we are over 250 feet on our normal altimeter

and as a result LNAV has become the active roll mode, when a mode changes it is

boxed in this fashion to alert the pilot.

The speed you’ll note is higher than the target, this is because the aircraft is still

accelerating and set to a thrust hold not a speed target. We now need to adjust the

climb rate to maintain this speed in the initial climb in order to put all the potential

energy from the engines into the climb.

Figure 110 - PFD climb positive rate.

With a positive rate of climb now clearly achieved we need to bring the gear up.

Moving the gear level to UP puts the gear in transit as shown in Figure 111. The

cross hatched box shows us the gear is now moving.

Figure 111 - Gear up in transit.

We now wait for the gear to be stowed, you’ll notice a difference, as the gear does

provide a lot of drag in the climb and the energy being used to overcome this drag can

now be used in the climb.

Figure 112 shows the gear up and stowed in the body of the aircraft. We can now

select the gear lever to the OFF position, turning off the hydraulics within the gear as

it is locked within the aircraft body as they are no longer required and provide an

unnecessary drain on the aircraft systems. The UP box with GEAR written below

shows its status, this will go blank after a few seconds have elapsed as the information

becomes redundant.

Figure 112 - Gear up and off on the upper EICAS.

We are now climbing well, and I’m going to let the autopilot take control now, to

engage I’ll simply press the L CMD on A/P ENGAGE for the left autopilot to

command this is shown in Figure 113.

There are 3 autopilots on this aircraft, Left, Centre and Right, they all are identical

and are there for redundancy and cross checking during auto landings which we’ll

cover later. It is customary for the captain of a flight to use the left autopilot and the

first officer to use the right. However any autopilot will do here, they are all the same

and perform the exact same function.

Figure 113 - Engaged autopilot.

As the autopilot is engaged a series of events will happen, the PFD will display CMD

in green for COMMAND indicating the autopilot is in command, and the modes of

the autopilot will be displayed for roll and pitch, in my case LNAV and VNAV SP

(VNAV SPEED) are the respective modes. You’ll remember the pitch mode was

TO/GA but now we’re at a sufficient altitude and the flight management systems will

automatically deem TO/GA redundant and switch to a more appropriate mode.

So what is VNAV SP? Well it’s a pitch mode that maintains a speed rather than an

ascent or descent rate. VNAV SP will ensure the aircraft maintains the selected speed

by adjusting the pitch accordingly, if you’re going to slow the pitch will reduce and

the climb rate will drop and we will accelerate to the set target speed, if we are going

to fast, our pitch will increase and we will decelerate to the set target speed.

VNAV SP however, if climbing will never allow a descent, you will need to manually

configure for a descent in order to bring speed back to where it should be, VNAV SP

will only reduce (if the target is a climb) or increase (if the target is a descent) the

climb rate to 0 feet per minute, that is important to know.

So, the aircraft is still trying to maintain the target speed during the climb. The ND

shows that we are on the SID, flying our route to BUR. I have circled the marker for

the heading here in green as this should agree with aircraft heading, I will need to

change that in a moment to 311 degrees. Why do we need to do this? Well it’s good

practice, and enables headings to be selected much more quickly if intervention is

required, so make sure you update your heading selector with the appropriate heading

of travel as the flight continues.

Figure 114 - Autopilot engaged and flying the SID.

Figure 115 shows the autopilot engaged and close to flap 10 speed. Remember that

we set the system up so that it will not begin to accelerate to flap retraction speed

before 2,000 feet? As you can see here, the aircraft is maintaining the take off speed

for the moment, as we pass 2,000 feet it will start to lower the nose and increase speed

to 240 knots as we programmed.

At the moment the climb is quite steep, but when we begin to accelerate to 240 knots

the climb rate will reduce. A set target of 3,000A for BUR is active and this should

be ok, I think we’ll pass BUR at just over 3,000 feet, as we already passing 1,720 feet

and have 5.4 nautical miles to go. The dotted white line on the ND is the orientation

of the runway 27 left at Heathrow, our departure runway, we need to change this on

the MCP to indicate the new heading of 302 degrees (or whatever was set in the

FMC). Continue to monitor the climb and retract the flaps as the aircraft accelerates

past the retraction speed, these can be seen on the speed tape.

Figure 115 - PFD shows aircraft accelerating to flaps 10 speed.

Notice our speed target has increased to 225 knots, this is the VNAV system

managing the climb for us. VNAV will automatically change the target speeds

keeping them within the parameters set within the FMC. As the flaps are retracted

VNAV will update the speed target to something more appropriate and depending on

our limits. Since we’ve passed the 2,000 feet limit on flap retraction speed that we

programmed into the FMC, the aircraft has started to reduce it’s climb rate in order to

get to a faster speed. This speed is the flaps 10 retraction speed, we will retract flaps

to 10 as we pass the marker on the speed ribbon.

Figure 116 shows the flaps being retracted to flaps 10, at this point I am passing 2,450

feet, and the aircraft ascent rate has dramatically reduced. If we continued climbing at

the present rate we would not make the 3,000 feet target for BUR. However if you

remember we limited the speed the aircraft could accelerate to, this limit is 240 knots

before LON10. Since this is the case the aircraft will reach 240 knots and then start to

climb again before the speed restraint is removed after passing LON10, this should

allow a faster ascent and allow us to reach our altitude target for the SID.

Figure 116 - Upper EICAS display flaps in transit to flaps 10.

When the flaps are shown in this way, with a magenta mark, this means the flaps are

in transit. Once they are in position and locked they will change from magenta to

green. Once fully retracted, like the landing gear, the flap display will show flaps

retracted for a few seconds and then blank.

Figure 117 - Flaps at 10 and set.

Figure 117 illustrates the flaps in flap 10 position and set with the green marker

displayed. Once we pass the flaps 5 speed we will continue the retraction and VNAV

will then further update the speed. If we had no restrictions VNAV would select an

appropriate speed for flaps 1, but since we have a speed restriction of 240 knots I

imagine VNAV will shortly set the speed to 240 knots and keep it there until we pass

LON10, where it will increase to 280 knots.

Figure 118 - PFD and Upper EICAS showing flaps 5 retraction.

What we can see here is that the speed as we thought is now set to 240 knots, it looks

like 240 knots is just below flaps 1 speed, so unfortunately we’ll be flying a flaps 1

configuration for a little longer than we’d perhaps like. You may have noticed that

the red marks and yellow line on the speed ribbon changes once you select a different

flap setting. Firstly what do these show? They are showing the stall and buffet zones

at the lower end of the ribbon (yellow is buffet, and red is stall speed), at the higher

end of the ribbon, the red shows the speeds at which the flaps could be damaged by

the high speed air flow over the wings.

Why do these change as we retract flaps? This is because the flaps generate lift and as

they are retracted, the aircraft needs to be flying at a faster speed in order to generate

the same lift as a result the stall speed is higher. Different flap settings can withstand

different airspeeds, flaps 30 is the least resilient and flaps 1 the most resilient.

Figure 119 - Thrust restriction changes to CLB.

As we retract flaps to 5, the mode of the thrust will change to the rated thrust setting

CLB, as we programmed in the FMC. If we’d selected a de-rated climb thrust of

CLB1 this would have been CLB1. This is indicated on the upper EICAS, and only

comes into effect once the aircraft passes the trigger (which as you remember was

flaps 5). We are closing now onto BUR, and approaching 3,000 feet so we are on

target. The system has selected 240 knots and we are nearly at that speed so we are

doing well.

Figure 120 – Passing BUR at over 3,000 feet flaps reduced to flaps 1.

Figure 120 shows the turn at Burnham (BUR), we’ve passed at 3,200 feet and now the

speed is limited to 240 knots so most of the climb thrust is now increasing our ascent

rate. You’ll notice I retracted flaps to flaps 1, as the speed 240 knots was slightly

higher than the flaps 1 retraction speed indicated by the FMC. We’ll now continue

the climb to LON10 up to 4,000 feet, at LON10, we’ll then begin our acceleration to

280 knots, as our 240 knot reduction for this waypoint no longer applies, once we do

this we’ll pass flaps up and we’ll have a clean configuration.

Figure 121 - Passing LON10 the speed restriction is gone.

Figure 121 shows the speed restriction of 240 knots is now no longer in effect and the

aircraft target is now 275 knots. We passed LON10 at 4,800 feet and are well on

course, LON16 is 8NM away, and WOBUN further still, so we will easily reach the

6,000 feet set altitude on time.

Figure 122 - Flaps set to up new target of 280 knots, reduced climb rate.

As we pass the flaps up reference speed, I retract the flaps to UP and the aircraft

ascent rate reduces to accelerate once more. As we approach and pass 5,100 feet,

you’ll notice a beep, this is a warning for the flight crew to indicate that we are

approaching the set altitude on the MCP. Also on the PFD, you’ll notice a white box

lights up the current altitude. At this point the first officer or captain would call

“1,000 feet to go”.

Although VNAV computes the climb to FL320, if the restriction in the MCP is for

6,000 feet the aircraft will level and VNAV ALT be displayed as the altitude mode,

indicating it is holding at a designated altitude, and not continuing with the climb as

determined in the flight profile.

Before we continue we still have continuous ignition on for our engines, this is no

longer required and we’re going to turn this off, so once again on the overhead panel

switch continuous ignitions off and verify this with the upper EICAS display.

Figure 123 - Continuous ignition off.

Figure 124 - Upper EICAS with no continuous ignition.

Figure 123 shows the switch off and Figure 124 shows the upper EICAS with the

IGNITION CONT no longer displayed.

ATC: “Speedbird 283, climb and maintain FL180.”

You: “Climb and maintain FL180, Speedbird 283.”

Ok, we’ve been clearance to climb to FL180, we set the MCP to FL180 and then push

the button below twice, once to select the new level and the second to instruct VNAV

to ignore the restrictions of height within the Legs page of the FMC and continue the

climb to our requirements. This can come in handy as often ATC will clear you

above set altitudes for future waypoints within a SID before you reach those

waypoints.

In reality we probably wouldn’t be cleared to this level right away, probably a much

more steady climb, perhaps FL120 or maybe even lower, a much more controlled

climb by ATC. Since we’re the only aircraft flying now, and we know how to control

the MCP to manage the altitude levels for the autopilot there is no need to go into this

and increase the workload too much, however we will be controlling this climb in

some fashion to illustrate the point.

Figure 125 - MCP new altitude target.

Before we pass 6,000 feet however we must prepare to set our altimeters to the

standard mode, luckily for us it happens to be the same! As we pass the 6,000 feet we

must press STD on our altimeter panel and call out our altitudes to verify the first

officers and captains altimeters are in fact reading the same height, this is called cross

checking. So we’ll do that now, it goes something like this.

First Officer: “Transition height”

You: “Altimeters set to standard on 1013 milibars (or QNH) reading

6,125 feet.”

First Officer: “Altimeters set to standard on 1013 milibars (or QNH)

reading 6,125 feet, set and cross checked.”

Now we’re stable in a climb we can re-instate the PACKs on the aircraft for the air

conditioning, so let’s do that now and get on with managing and monitoring this

climb. Figure 126 shows all the PACK switches are now on, and the upper EICAS in

Figure 127 backs this up.

Figure 126 - PACK set all to on.

Figure 127 - Upper EICAS with all PACKs on.

We now can check the lower EICAS on the ECS page to check all is well with the air

conditioning system. Figure 128 shows the lower EICAS with all three PACKs

running with controller B active on each.

Figure 128 - Lower EICAS showing the ECS page with all PACKS on.

Also we can see that the anti-ice is still inactive as we wanted, and that the DUCT

pressure is 34 which is normal. Quick look at the temperatures and the OUTFLOW

VALVES, although we don’t have to, we can see everything is going very well

indeed.

I think now, since we are established in a nice and gentle climb, and we’ve passed

transition altitude it’s now time for the after take off checklist.

Checklist Time!

AFTER TAKEOFF CHECKLIST

LANDING GEAR UP AND OFF

FLAPS UP

AIR CONDITIONING PACKS ALL ON

NECELLE ANTI-ICE OFF

CLIMB RATE STABLE CLIMB ESTABLISHED

ALTIMETERS SET AND CROSS CHECKED

With our after take off checklist complete, and just a slow potter to our altitude of

FL320 to go, and we’re nice and stable and it’s not bumpy, I think we can let our

passengers move around the plane a little. So I’m going to turn off the seatbelt signs

now.

Figure 129 - Passenger signs off.

It all gets a little less hectic from this point on and we can relax a little. All flights

these days are non-smoking so the non-smoking signs stay on permanently.

Now it’s your turn to do your take off, so see how you go, if you’re concerned about it

save the flight at this point and if you make a mistake or feel like trying again reload

it. I also recommend a good review of the PMDG lesson on take offs before you

conduct this one.

After you have completed your take off and got this far it’s now a case of managing

the aircraft as it climbs to the initial cruise altitude of FL320, and monitoring it. Our

current status now is flying the SID, having passed transitions and approaching FL070

with FL180 on the MCP and ATC cleared.

So let’s continue our climb and manage it a little more, we can relax now and let the

aircraft climb to FL180 as has been set. But we need to turn off our Landing Lights at

FL100, that’s quite typical for departure lighting. So at FL095 or 9,500 feet at

standard setting we’ll reach up and just switch those off.

Figure 130 - Landing and taxi lights off after takeoff.

One more thing that you should notice at FL100, the aircraft will start to accelerate to

climb speed. This is the speed indicated by the FMC on the VNAV page. Figure 131

shows the FMC VNAV page for the climb, and the climb speed is going to be 339

knots, or to make it easy 340 knots.

Figure 131 - FMC climb speed setting.

I don’t know about you, but I think 340 knots is probably a bit too high for our climb

right now, so we’ll take over the speed for a little while, and bring it up to 300 knots

for the moment, and we might put it up a bit more later on as we carry on.

There are several things we could do here though, we could change the speed here to

a lower figure, perhaps 300 knots, or we could go manual on the auto throttle and set

a demanded speed ourselves, I think for now we’ll do the latter. So let’s manage the

speed manually here, go to the MCP and look at the speed panel, you’ll notice it’s

blank.

Figure 132 shows the blank speed display, if you were observant you’d notice that the

speed went blank the moment VNAV was engaged. Why is this? Well the VNAV

system is now in control of the speed selection for us, if we left to its own devices it

would go for 339 knots in the climb, but I think we’ll give the engines a bit of a break.

Figure 132 - MCP speed area.

So how do we intervene with the speed selection of the VNAV system? Well it’s

quite simple really, we just press that big circular dial in the middle and you’ll see the

display comes to life, displaying the current speed target VNAV is using, that’ll be

339 knots.

Figure 133 - MCP with speed set to 300 knots.

Figure 133 shows the speed now selected to 300, we are now in control of the speed

of the aircraft, and have selected a lower climb speed for us to achieve, if we wish

VNAV to take control again, we simply press the centre dial as we did before, the

display goes blank, VNAV is then in control of speed selection once again, but for

now we want to keep it like that.

The target speed once again is shown on the PFD and also you’ll notice it reflects the

300 knots selected. The aircraft will now reduce its pitch in order to get to the correct

set speed target, as this is the characteristic of VNAV SP.

Figure 134 - PFD after the new speed is entered.

Figure 134 shows the new entered speed in one circle, the speed bug on the ribbon (on

the left) in the other and the reduced climb VNAV is using in order to allow the

acceleration to the selected speed.

Well now there isn’t too much to do apart from manage this climb to our cruise level,

But we are going to simulate something a little different in a moment, and that is a

minor course deviation and then back to our course. This exercise will illustrate the

effectiveness of the LNAV system and how to change the heading of the aircraft

manually. So are you ready? As you pass FL120, I want you to imagine we get this

instruction.

ATC: “Speedbird 283 turn right radar heading 020 and continue

climb to FL180.”

This instruction is taking us off our course, LNAV will not be able to obey this

instruction as it’s not on the plan, so we’ll have to help the Autopilot a little here by

inputting the heading ourselves. We will need to reply to this message from ATC so

we will do so as follows:

You: “Turn right onto radar heading 020 degrees and continuing to

FL180, Speedbird 283.”

We’ve acknowledged the instruction, it’s now time that we act on it. If you’ve been

good then your heading on your MCP will match that of your current heading of 001

degrees.

Before we go on, something to know about the HDG dial and selector system, you

can set the HDG to any heading without actually engaging it. LNAV will ignore

information within the HDG selector as it continues to follow the flight horizontal

profile. Pretty obvious really when we think about it, how else would we have been

able to have LNAV fly the SID with the HDG selected to the runway heading of 273

if it accounted for it!

Currently our heading control looks like Figure 135, or at least should do if we’re

flying by the book.

Figure 135 - MCP HDG set to 001 degrees.

However we’ve been given a clear directive to fly 020 degrees and must comply, so

select that heading using the dial to 020 and to arm it, press the SEL button on the dial

in the centre shown in Figure 136.

Figure 136 - MCP HDG selected to 020 degrees.

You’ll notice that the LNAV light is lit, however after selection LNAV extinguishes,

see Figure 137.

Figure 137 - MCP heading selected no LNAV.

LNAV has extinguished because we have manually told it to fly a different heading

and ignore the horizontal profile. So why didn’t VNAV extinguish when we changed

the heading speed? Because VNAV is still flying a vertical profile calculated within

the FMC, it is just flying with our manual target speed.

Figure 138 - PFD and ND displays with the heading selected.

Figure 138 shows the PFD and ND displays after the turn to 020 was selected, I’ve

circled all the applicable heading points on the displays in red for you. You’ll notice

the new roll mode is HDG SEL, heading select, you’ll see 020 degrees as the new

course on the compass rose at the bottom of the PFD. Also the new projected course

and heading bug on the ND on the larger compass rose.

Also notice that we’re now at our target speed of 300 knots (circled in green) and

therefore the climb rate has now risen back up to 2000 feet per minute as VNAV finds

a pitch that is sufficient to maintain that speed in the climb.

The ND displays one other thing here that you might have noticed before, and that is

this green arc, that I have circled in purple. That arc is the predicted point at which

we will reach our altitude target of FL180. Let’s have a look at these displays as the

aircraft turns to the new course.

Figure 139 - PFD and ND in the turn to 020 degrees.

Figure 139 shows the aircraft turning to intercept the new heading of 020 degrees.

I’ve circled the turn projector for the aircraft, these dashed white lines. They indicate

the projection of the current turn angle, these will change as the aircraft levels the

wings and intercepts 020 degrees. While turning ATC give us another message.

ATC: “Speedbird 283 cleared further ascent to FL230.”

You: “Cleared to FL230, Speedbird 283.”

Well I think you can manage that one now yourselves, I’m sure you’re getting the

hang of it. Just a quick change to 23,000 on the MCP and a press of that button in the

middle, and the altitude target will increase automatically for us.

Flying now at a heading of 020 degrees we’re going off course, ATC probably had us

deviate for traffic spacing, they are aware of our filed flight plan and will bring us

back shortly I am sure. But let’s talk about what will happen when we do this.

We are currently flying away from our horizontal track, ATC no doubt will at some

point turn us left to re-intercept our original flight plan track. LNAV is quite

sophisticated in the fact that it will know when we are heading back to intercept the

track or not.

If we give it a few moments till we are clear of our track and try to engage LNAV, we

will get and FMC message and LNAV will fail to initiate. The FMC will display

“NOT ON INTERCEPT HEADING”. What this is telling us, is that LNAV has

looked at our profile and sees no point within a set range at which our current heading

and that profile intercept each other. If we are on an intercept heading LNAV will

know this and arm itself, IT WILL NOT become the active mode immediately! HDG

SEL will remain the active mode until the track is within range and then LNAV will

take over from HDG SEL at that point. So let’s see all this in action, oh no, hold on,

let’s wait for ATC to give us the instruction and then see it in action!

Wait till just after we pass FL150 and let’s imagine we get a message from ATC to

turn.

ATC: “Speedbird 283 turn left heading 320 and continue as filed on

own navigation.”

You: “Turning left 320 degrees and continue as filed with own

navigation, Speedbird 283.”

What we are being told here, is to turn to a heading of 320 degrees and then fly this

until we are again on our horizontal profile, and then continue with our own

navigation on that filed profile, so lets key in this new heading.

You’ll notice that the aircraft now responds immediately to your selections, turning

the moment you turn the dial. This is because HDG SEL is the active mode and is

constantly reading and checking the current heading demand you have given it, the

moment it is updated the aircraft will turn to that heading. If you want to be a bit

clever here, you can press the HOLD button just below the HDG dial and then select

your heading. Doing this will make the aircraft HOLD the current heading until SEL

is pressed, it will then read the heading and turn towards it.

Figure 140 - PFD and ND standing by to turn to 320 degrees.

Figure 140 shows the ND and PFD once again, we can see the new roll mode is HDG

HOLD and the HOLD button is active on the HDG panel of the MCP. We can also

see the aircraft is not turning, there are no turn projections shown on the ND and there

is no roll on the PFD artificial horizon. The heading is selected to the ATC target of

320 degrees. We’re now ready to activate the turn, without pressing SEL on the HDG

panel of the MCP the aircraft will continue to fly the current heading indefinitely.

Figure 141 - PFD and ND with heading selected on MCP HDG panel.

Figure 141 shows the panels a moment after SEL was pressed. HDG SEL is lit on the

PFD as the new active mode, indicating heading select has been pressed. The HOLD

button the MCP HDG panel has extinguished showing the aircraft is no longer

holding the 020 heading set earlier. We can see the turn on the horizontal horizon and

the turn projection on the ND.

Ok so let us let the big bird do her turn and level her wings, and we can move onto the

next stage, and that’s get ready to intercept the horizontal profile again.

This requires a little thinking, LNAV will want to turn to reacquire the track where we

left it, and that’s not practical, if we try to engage LNAV now, it will complain we are

not on an intercept heading. Currently the autopilot has an intent to fly to DTY from

WOBUN, which you can see within Figure 141 with DTY highlighted as the target

waypoint in the top right. OBVIOUSLY we don’t want to bother with that stage of

the flight now and continue with our flight plan from the point we intercept the track.

In order to do this we need to construct and intercept course before the aircraft will

continue to the next waypoint.

We do all this with our FMC, go to the LEGS page of the FMC. Just take a look at

the bearing from DTY to TNT shown in Figure 142. The bearing of our flight profile

from DTY to TNT is shown between the two waypoints within the LEGS page and is

currently 344 degrees. If you look at you ND you can see the bearing on the line

drawn on the map, this bearing is our course to intercept.

Figure 142 - FMC LEGS page with bearing from DTY to TNT.

What does that mean? Well, we don’t want to fly directly to TNT, we were instructed

to fly and continue as filed, which would have been a course from DTY to TNT, this

course would have been 344 degrees. This is the intercept course we will tell the

autopilot to go for. Let’s walk through this and it will all become clearer.

Select the TNT (our target waypoint) and then enter it into the top over DTY in the

LEGS page. You will see that TNT replaces DTY and also there is an option to

intercept the track on a bearing. Now currently the bearing displayed is 327, which is

not really what we want, we want to intercept at the heading we would have flown

had we continued on course, and that bearing is 344 degrees.

Figure 143 - FMC intercept heading for TNT.

So enter 344 into the FMC and enter it over the top of that 327 right there for the new

intercept course (INTC CRS). So let’s do that and look at the ND as we do.

Figure 144 - FMC LEGS page with the intercept course of 344 selected for TNT.

Figure 144 shows the new 344 bearing for the intercept course onto TNT entered into

the FMC. Figure 145 shows the pictorial display on the ND of the new intercept

course, and look, that’s perfect, exactly what we were looking for so we will execute

that change into the FMC and make it permanent to the plan.

Figure 145 - ND intercept course on TNT of 344 degrees.

With the change made the ND in Figure 146 shows the new intercept course and no

longer the DTY waypoint, the new target is TNT.

Figure 146 - ND showing intercept course.

We are now free to arm LNAV again, and it will no longer complain that it is not on

an intercept course, it is on an intercept course to that bearing to TNT and will arm

happily.

LNAV is now armed to engage and will do so when the cross track error is about

5NM or less, we can see this error by looking on the FMC PROG page and pressing

NEXT PAGE to get to page two.

Figure 147 - ND and FMC with the cross track error.

Figure 147 shows the ND with LNAV armed and the cross track error within the

FMC PROGRESS pages, we’ll just keep an eye on this to make sure nothing

unexpected happens.

While we wait we’re getting closer to our set altitude, so let’s slow the ascent a little

bit so we don’t bust our altitude, we can do this by pressing VS on the MCP and

setting it to 1000. This will give us a nice 1000 feet per minute climb, a bit slower

than it is now and give ATC chance to give us further ascent without us having to

break off the climb. Figure 148 shows the new ascent rate on the MCP and PDF

agrees with the bug set at 1000 feet per minute. The new pitch mode is V/S, Vertical

Speed mode which sets a descent or ascent rate, in this case +1000. By turning the

wheel next to this we can change the value. Notice that since V/S is engaged, VNAV

is now no longer active and the light is extinguished, we are no longer on the ascent

path.

Figure 148 – V/S engaged on MCP and PFD shows 1000 feet per minute ascent rate.

V/S as a mode will maintain the descent or ascent rate at the expense of speed, so be

careful to keep an eye on your airspeed when using this mode, but since we were

ascending at over 1,500 feet per minute earlier with little trouble at 300 knots, I

certainly can’t see how reducing that rate is any concern right now, it’ll just give ATC

that bit of time to give us a higher climb.

You’ll also notice the throttle mode is now SPD, the auto throttle system is now

maintaining a speed and no longer a thrust setting.

Figure 149 - PFD and FMC showing intercept.

Figure 149 shows that LNAV is now active and we’re are 4.9NM from the cross track

point. Everything seems to be going well, LNAV will now steer us back on course.

Oh! ATC have just got in touch again:

ATC: “Speedbird 283, climb and maintain FL290.”

You: “Climb and maintain FL290, Speedbird 283.”

That was handy, we were getting close to FL230, well we know the procedure, simple

reset of the MCP to 29,000 on the ALT dial, but a minor change this time. We will

re-instate VNAV I think now, and let it manage our ascent again. However when we

do this the speed will again go blank as VNAV gets control of the speed again, as

earlier, lets get control of the speed once more by pressing the speed dial and dialling,

let’s see, 310 knots sound ok for now? Yes I think so, 310 knots on the speed dial.

Verify with the PFD that these are selected and the active modes are what you want.

Figure 150 - PFD and MCP with the new speed and altitude settings.

Figure 150 shows the MCP and PFD with the new settings, as you can see VNAV is

now engaged once again, and since we are accelerating, the throttle mode is now set

to THR REF for a thrust reference. Make sure your MCP is the same and confirm the

modes and we’ll continue our climb. Now, what about that track intercept, surely

we’re getting close now!

Figure 151 - PFD and ND turning on the intercept to TNT.

Figure 151 shows the aircraft now turning on its intercept course for TNT.

Everything seems absolutely fine, we’re getting higher now, just a case of waiting till

we get into cruise and listening for any more ATC instructions. But to be honest, I

think the work has been done now. Shortly before FL290 we’ll get clearance for our

cruise altitude, we’ll just gradually bring that speed up to the cruise speed on our way.

We can find the cruise speed within the FMC, it is calculated for us. If we go to the

FMC VNAV page and then select NEXT PAGE, we shall see the current cruise speed

that’s active and will activate once in the cruise. Figure 152 shows this cruise speed

to be Mach 0.860, currently we’re travelling at around Mach 0.689 but this will

increase as we get higher. We might pump up the speed later on as we climb but for

now let’s leave it alone, we know what we’re expecting in cruise, we know what

speed we’re doing now, we’ll wait and increase it gradually.

Figure 152 - FMC CRZ page with the cruise speed.

You’ll notice that on this page, there is a setting for the STEP TO, this is the step

climb setting. At the moment, it is set to climb to FL340, you’ll remember from our

flight plan that this is correct, our step climb will be for FL340 and then 2,000 feet

again and again so we need to change this and update it as the flight goes on. As we

do you’ll notice that the predicted time and distance to the step climb will be updated

to reflect our new choice.

Ok let’s settle down and watch the climb, now it’s pretty much a waiting and

monitoring game for the flight. Might be worth while our thinking about some

airfield fixes now for alternates, let’s have a look at where we are. If we hit the ARPT

button the display panel for the ND we get Figure 153, I’ve also increased the range

to 60NM.

Figure 153 - ND with airports displayed.

As you can see EGCC is just up the top there, probably about 50NM away, our LON

VOR is still on the right there if you look at that’s showing DME 80.2NM, and that’s

more or less at Heathrow. So I think we can safely say if we divert now it’ll be to

Manchester. So let’s grab that table of alternate airports (bet you forgot about that

didn’t you) and get some of these into the FMC.

First I think we’ll put in the distance markers for EGCC and EGPF, so go to the fixes

page as before put in EGCC and then the radius of the circle of 85NM for each and

take a look at that.

Figure 154 - FMC fix for EGPF.

Figure 154 is here as a reminder for inputting fixes into the FMC, go to the FIX page,

put the fix at the top, in this case Glasgow (EGPF), and then to enter the radius of the

distance marker around it, put in a slash and the distance you want, in our case /85.

Looking at the ND now and changing the scales and getting rid of those airport labels

you can see how useful and powerful this tool is.

Figure 155 - ND with the markers for EGCC and EGPF.

Figure 155 clearly shows us when we have to diver to the next airfield now, the green

circles indicate the exact position on our flight plan where we cross the mid point

between these airfields. As we continue on the flight and pass the mid point between

Glasgow (EGPF) and Manchester (EGCC), we’ll set the EGCC fix to BIRK which is

Reykjavik airfield and the radius of the marker to 350NM, and so on down that list as

we continue our flight. It’s always worth having a quick look, they won’t all be

perfect like that one so they might need a bit of adjusting on the way.

It also might be worth retuning the FMC to TNT and SETEL respectively on the

NAV RAD page as we did before. Simply putting in the name of the waypoint into

each should do that. And, importantly don’t forget to change the MCP heading to the

current heading as we go.

4.7 The Cruise

Just before I continue here, I have noticed that some airlines have a “Climb Checklist”

I have opted out of this as most of it is covered within my after take off checklist.

Also on the ITVV DVD for Virgin Atlantic, I heard no Climb Checklist performed.

Well it’s time for the long stage of the trip, and that’s the cruise, we’re currently

finishing our climb and as we approach FL290, sure enough ATC contact us once

more to give us our final clearance.

ATC: “Speedbird 283, climb FL320.”

You: “Climb FL320, Speedbird 283.”

Now again, reset the MCP with the new altitude target, might be worth handing over

the VNAV now on the speed so we can relax. Simply press the speed dial button

once more and it give VNAV authority over the speed for you automatically. Just

keep an eye on the ascent and monitor it.

As you climb you’ll notice the speed bug decreases the speed, as the air pressure and

density changes the actually airspeed with relation to the Mach number 0.845 reduces.

Before we level off if you take a look at the ND you’ll notice a small T/C on the flight

plan in green, this represents the Top of Climb for our current climb rate, a prediction

by the FMC where we should reach our cruise level.

Figure 156 - ND showing the T/C on the flight plan.

Figure 156 shows the T/C in green on the ND, just before POL on my ND for my

flight today. Depending on how you’ve been flying you shouldn’t be far ahead or

behind really.

You’ll also notice that as you level off the active thrust limit changes from CLB to

CRZ, VNAV becomes VNAV PATH as we now follow a vertical path profile, the

throttle mode changes to SPD to maintain the cruise speed. Check the displays and

ensure that the appropriate changes are shown on the upper EICAS and the PFD.

With the aircraft in CRZ mode it’s easy till we get closer to Los Angeles

International, so you can sit back and have a cup of coffee or tea.

Take a look at some of the nice views we get from up here, admire the model PMDG

have put together for us, we’ve been a bit busy to up until now, but here she is, a work

of art!

Once in the cruise it’s a case of monitoring the systems, and checking fuel

calculations. There is no need to do this constantly obviously or it would make a very

tedious trip! A quick glance at the progress page as we pass over waypoints to check

our predictions, a quick look at the VNAV page to see when the step climb is due and

of course keeping an eye out for turbulence. Obviously with perfect weather there

will be no turbulence, but in case there were the turbulence penetration speed of the

747-400 is Mach 0.85. What is this? Well generally we consider turbulence to come

in one of three categories:

1 – Light turbulence, the aircraft remains under control with only minor changes in

speed and altitude, with some tiny vibration (like a car on a motorway). Basically it’s

only a time to worry about your coffee spilling and you might put on the cabin seat

belt sign.

2 – Moderate turbulence, the aircraft is making moderate changes attitude and/or

altitude, but still the aircraft is under control at all times. Changes in aircraft airspeed

that are quite noticeable, along with altitude bouncing, perhaps giving a g of 0.5 to 1.0

at the centre of gravity. It makes it difficult to walk about in the cabin and the seatbelt

can give strain on passengers when the aircraft jolts. In this case generally instruct the

cabin crew to sit down, scoff your sandwich, drink your coffee quick, put your own

seat belt on and call ATC for an ascent to some clearer air.

3 – Severe turbulence, the aircraft is making abrupt changes in speed, pitch, roll,

altitude with over 1.0g. The aircraft is actually out of control for short periods of time

(the autopilot then attempts to correct and bring the aircraft back on course). People

are thrown about in their seats and could be knocked from their feet if walking, loose

items will go bouncing around the cabin, people will be upset and frightened.

Generally at this point you’ve spilled your coffee all over yourself and are cursing,

just be thankful everyone is belted up, set the aircraft to turbulence penetration speed

(Mach 0.85) then call ATC and tell them you NEED some cleaner air now!

There is no need to panic even in severed turbulence conditions in a cruise, the

aircraft is more than capable of soaking up the bumps, even from some of the worst

turbulence you can imagine. The aircraft wings are constructed so they can flex quite

considerably at the wing tip and take some immense pounding without breaking a

sweat. The real danger comes from not being strapped in and being thrown around

the cabin unexpectedly! There have been a number of serious injuries from this and

even in some extreme cases (and I MEAN extreme) fatalities. In the PMDG

simulation we don’t have a weather radar, to keep an eye out for choppy air, but better

to be safe than sorry and keep the belt sign on till you’re sure any chop has passed.

Ok, we’ve been up here and stable for quite a while now, and I’m just coming to the

KEF waypoint. Let’s have a look at the FMC PROG page to get our current

estimated time of arrival (ETA) into Los Angeles, and see if we’re on time. My taxi

was fairly swift so that shouldn’t be much of a factor and I entered the Atlantic track

at about the right time, slightly on the early side actually.

Figure 157 - FMC PROG page.

Figure 157 shows the FMC PROG page, and here we can see our current ETA for Los

Angeles is 21:05z time, which is 22:05 GMT, in Los Angeles that will be 14:05 on the

25th April, so I’m actually running ahead of schedule! GO ME! This is of course due

to the lack of any high winds due to the weather being turned off in MSFS, with the

weather on I would be more or less on time as I’d have a prevailing headwind for

most of the trip.

Let’s look at this a little more though before we discard it, it would appear that my

excess fuel is a bit higher than I anticipated at 29,800 Kg for the landing, I had

bargained on 20,200 Kg for the landing. However that might all change as these

calculations on the FMC don’t take into account the fuel we’ll use for the step climbs,

they are based on our current cruise configuration. But the important thing is that I am

within limits of the reserve at 17,100Kg. Do you remember setting the 17.1 in the

FMC for the reserve? Well we’re not eating into that so we’ll be fine, all is well!

Let’s look a bit more at this, 15:16z for the step climb to FL340? Let me see, it’s

13:03z for me now, I was off the blocks at 10:57z (11:10z in the air), my taxi was

really short and swift, so I’ve probably been in the air about 2 hours. 13:03z to

15:16z is just over 2 hours to go before the step to FL340. If we work out the time

we’ve been flying exactly, so I would say 11:10z take off, to 15:16z being the times,

we’ve been flying 4 hours 05 minutes before the first step climb, and when you look

at our planning we’re very close at 4 hours 09 minutes.

Figure 158 - FMC showing OPT and MAX altitudes.

The FMC is a more precise calculator than I am, and there is a fairly big margin of

error as the first stage of the flight will have been the initial climb. Why is this? Well

the calculations that I have done initially didn’t take into account the initial fuel burn

for the climb, they also are slightly out with me using the wrong burn rate for the first

stage.

The first table shows the times again, exactly the same as those shown earlier in

planning.

Climb From and

To

Time From

Previous

Cumulative

Time

Expected

Waypoint

FL320 to FL340 4:09 4:09 Between 6560N

and YFB

FL340 to FL360 3:07 7:16 Between YVC

and MEETO

FL360 to FL380 2:49 10:05 Between FRA

and DERBB

Table 7 - Step climbs and cumulative times.

So there are some differences and we’ll compare these predictions with the FMC

predictions as we travel.

I’m hoping that by now you’re feeling a bit more confident with the aircraft, and don’t

need as much prompting with the tasks during the cruise. So far we really have

learned a lot, we know take off procedures, how to set up the FMC for a flight, the

intricacies of flight and fuel planning, and the list goes on! Right now we are about to

enter our NAT, normally our operating procedures we mean a call to Shannon telling

them we are about to enter the track, after that it’s a case of periodically giving our

position height and speed as we continue along the track. Waypoint calls for Shannon

Centre, are mandatory when crossing the Atlantic, but doesn’t hurt to give fairly

regular updates. I wouldn’t contact the controllers every 5 minutes, or you’ll make

them very annoyed with you, but on the half hour as well as when you pass over track

waypoints is a good rule of thumb. Try to have a think about what you would tell

Shannon and how you would extract that information from your instruments to

enhance your Atlantic crossing experience; speed, altitude, next waypoint and

distance, previous waypoint and distance.

Figure 159 - Upper EICAS and lower EICAS fuel warning message for CTR L and R.

Figure 159 shows the upper EICAS with the fuel warning messages and the centre

tank pumps shown here in yellow on the lower EICAS FUEL page. Yellow means

the pumps are inoperative, but there are no problems with the pumps, it’s just an

indication that a low pressure has been detected. Looking at the fuel quantity within

the centre tank, it is less than 1,000Kgs, as a result the output pressure on the pump is

probably low and this has given rise to these messages. We need to turn these main

pumps off now, with the remaining fuel within the tank will be transferred to MAIN 2

using smaller salvage pumps.

So let’s turn those pumps off. Within Figure 160 you’ll notice that the pump switches

on the overhead panel are illuminated with an amber PRESS light indicating that the

pressure is low. This is a repeat of the warning on the upper and lower EICAS on the

fuel panel to help pilots easily find the corresponding pumps to the caution messages.

Figure 160 - Fuel pumps CTR L and R lit.

Let’s shut down those pumps and look at the panel. Figure 161 shows the panel after

the pumps are turned off. They not longer display the amber PRESS light, as the

pumps are inactive and a low pressure is normal.

Figure 161 - CTRL L and R pumps off and no longer lit.

Let’s look back at the upper EICAS and lower EICAS and check everything is ok.

Figure 162 - Lower EICAS and upper EICAS with salvage pump running.

Figure 162 shows the upper EICAS and lower EICAS after the centre pumps L and R

have been switched off. You’ll notice the upper EICAS messages are now clear, and

there is a green arrow on the lower EICAS. This arrow is the salvage pumping the

excess fuel from CENTER to MAIN 2 and is depicted as such.

Later in the flight if you keep an eye on this page you will notice on the lower EICAS

that the reserve fuel transfers to the forward MAIN 2 and MAIN 3 tanks during the

flight. Again depicted in the same way, with small green arrows between RES 2 and

MAIN 2 and also between RES 3 and MAIN 3 (RES 1 is the STAB tank). These too

are salvage pumps and move the fuel for weight distribution purposes. In the old days

before automated fuel management systems, fuel control would have been managed

by the flight engineer, if you looked at a 747-200 panel you would find the controls

for all these pumps there.

Ok we’ve done the change to the fuel system, verified that the pumps are doing what

we expect them to do and the advisory message is cleared. We can hit RECALL if we

like to make absolutely sure that it’s clear, I usually do after clearing any caution

notice as a matter of course, RECALL as shown before is a way of verifying that

caution messages are no longer valid, when pressing RECALL any active message

will be redisplayed to the crew, it’s just making certain that caution has been dealt

with. With all that done, once again it is time to admire the view and monitor the

flight systems.

There are a few more things to come during the cruise, centring on fuel and cruise

level management. The first is, what is known as the TANK TO ENGINE condition

or FUEL TANK/ENG, which we’ll go into later, and the other is the step climb which

we’ve discussed and set up earlier.

The step climb is due to our weight changing over the course of the flight. Initially

we were heavily laden with fuel and now a significant proportion of that fuel has been

burned, we are no longer carrying it and our weight is less. Now a higher flight level

will be more economical for our cruise, so we can ascend to a higher level to keep our

fuel burn low and save the operator money, and this is exactly what we’re about to do.

You’ll find we get to the step climb before we have the TANK TO ENGINE

condition, so we’ll cover this first. Keeping an eye on the FMC PROG page from

time to time, we can check our progress on the FMC to the step climb point in the

flight plan. It might be worth while reading this section before you conduct your

climb so slow the simulation down or pause it about 50NM before your climb is due.

The FMC has already worked out when we need to conduct our step first climb to

FL340. If you recall in our flight planning we worked out that the step from FL320 to

FL340 is around 6560N and YFB and the FMC has chosen calculated a point in the

plan where the optimum choice for the climb is, you’ll see that the FMC has put in an

S/C marker meaning Step/Climb. This S/C marker shows the point at which the FMC

has calculated the best point for economy to conduct the step climb we have chosen, it

is where we expected it to be, perhaps a little further past the waypoint 6560N marker

than we thought but before YFB, brilliant! Our planning is paying off nicely you see?

No surprises so far.

Figure 163 - S/C appears on the ND.

Figure 163 shows the S/C for Step Climb appearing on the ND display, and we are

closing on the YFB waypoint. The range on the ND is indicated at 160NM so YFB

should be shortly coming into view, we will keep an eye on this, watching as we get

closer. Checking the FMC VNAV page you’ll see the OPT (optimum) and MAX

(maximum) cruise altitudes which in my case are FL329 and FL371. Our new

altitude target is FL340, or 34,000 feet standard so I’m between the optimum and

maximum for now so I’ll shortly be climbing to get a more economical cruise.

Figure 164 - FMC VNAV page showing the step climb in 78NM.

To initiate the climb we need to enter 340 into the cruise altitude CRZ ALT of the

FMC VNAV page, but before we verify the new altitude, you’ll remember the MCP is

still set to FL320.

Figure 165 - FMC showing the step climb is due.

At the point where the step climb is due the FMC will look like this on the VNAV

page, indicating NOW, for the time for the step climb, so we’re ready to climb.

So we’ll need to change that when the time comes too or the MCP will prevent the

ascent to FL340, however before we do that, we need to request our new altitude from

ATC.

You: “Speedbird 283, requesting immediate ascent to FL340.”

ATC: “Speedbird 283, ascent cleared, climb and maintain FL340.”

You: “Cleared ascent, climb and maintain FL340, Speedbird 283.”

Well I guess that settles it, we’re cleared to climb to our new flight level, so I guess

we’d best get on with it. Reset the MCP altitude to 34,000 feet first and after we will

activate the new cruise altitude within the FMC, by inputting the value 340 into CRZ

ALT and pressing the EXEC key to execute the change. Now the aircraft will begin

climbing to the new target of FL340, you might notice a decrease in our airspeed, this

is normal and the FMC will have altered the cruise speed to reflect the new cruise

altitude.

Figure 166 - PFD, ND, MCP and FMC after step climb has been set.

Figure 166 shows the PFD indicating the climb with a change in pitch and auto

throttle modes to THR REF and VNAV SPD as the new altitude target is set and the

climb begins. The MCP shows the new dialled altitude of 34,000 feet along with the

confirmation in the PFD at the top right in magenta. The FMC set CRZ ALT is

FL340 and the new altitude target is active in the FMC plan. The green circle on the

FMC displays the information for the next step climb to FL360. The green arc on the

ND shows where we should expect to attain our new cruise altitude.

Once at the new altitude, let’s check the PROG page of the FMC (I’m sure you can

monitor that while taking a quick look at our progress) to check we’re still on time

and the fuel predictions are holding up for us.

Figure 167 - PFD after step climb is complete.

Figure 167 shows the PFD after the step climb is complete, once again a typical cruise

PFD with SPD, LNAV and VNAV PTH set.

Figure 168 - FMC after the step climb is complete.

Figure 168 shows the new PROG page on the FMC, you’ll notice a new step climb

has been calculated for FL360, we’ll be doing that later. Our time of arrival is 21:00z

which is 14:00 in Los Angeles local time, so we’re actually going to be quite a bit

early, if we’re too early we might have to hold for a moment or two, but we’ll have to

see when we get there. But fuel prediction seems to be good, still well above my set

reserve, so no trouble there.

The next step climb is predicted at 17:45z making it 7 hours 35 minutes into the

flight. If we look back at our table we can see how close we are with our estimate,

which is 7 hours 16 minutes. As you can see we’re quite close now and can expect

our next step climb to FL360 around Calgary, or YVC as we thought.

Interestingly, and just for additional information not really applicable to us right now.

In the case of Concorde there is no step climb as such, but what they call a climb

gradient. This is a steady climb throughout the whole flight over the Atlantic to

maintain optimum performance, these are usually cleared with Shannon before

crossing the Atlantic and form part of NAT clearance. It’s more monitoring now until

we get the next item we need to deal with which will be more fuel management and

step climbs for us. The step climb procedure, is simply replicated every time the step

climb is required.

Figure 169 - Fuel system on lower EICAS showing transfer from RES to MAIN tanks.

Just before the second step climb, looking at the lower EICAS you can see the salvage

pumps for RES 1 (reserve 1) and RES 2 (reserve 2) tanks pumping into MAIN 2 and

3. If the STAB (reserve 2) tank contained fuel, this would be pumped into the

CENTRE tank and then the process would continue as it has now.

Figure 170 - FMC showing the next step climb can be carried out now.

The next step climb can be carried out now, it’s the same procedure as the previous

but the heights have changed. At the moment I am about 35NM from the next

waypoint YVC, so our predictions are about right. As you can see the new OPT

altitude is now FL350, with a MAX of FL392. Complete the next step climb and

keep monitoring the systems.

Our next predicted step climb is FL380, you’ll notice that the FMC does not populate

an additional step climb into the plan, that is because the FMC has deemed it

inappropriate, and rightly so. I however have added this climb for you to practice and

since we’re not flying the real aircraft to real budgets we can do as we please to some

degree.

When the fuel gets to 50,000Kgs we will have the >FUEL TANK/ENG condition in

the flight, and the upper EICAS displays the advisory message in yellow.

Figure 171 - Upper EICAS showing FUEL TANK/ENG.

Firstly let’s take a look at the lower EICAS FUEL page and see what’s going on here.

In my case all the tanks contain 12,800Kg, in your case there may be an imbalance.

There is a reason why there is a difference, it is because I loaded this example earlier

and upon loading a new flight the PMDG loader automatically reconfigures the fuel

system for you. But don’t panic I will explain what to do with your fuel system if it is

not perfectly balanced like this one.

Figure 172 - EICAS lower just after TANK/ENG warning.

Figure 172 shows the EICAS lower display for the fuel system for my flight. The

point of tank to engine is to ensure that we have a nice evenly spread fuel load for the

rest of the flight. What we are looking for is the same amount of fuel in the MAIN 1

to 4 tanks, around 13,000Kgs or more. Sometimes when we get the message to shut

down the central main pumps there is quite a lot of fuel left which the salvage pumps

move to MAIN 2, in our case around 900Kgs. Of course if you’re thinking about this

you will see that if that’s the case, MAIN 2 will have 900Kgs more fuel in it than

MAIN 3. In this case we’ll need to do a little tinkering with the fuel system to get

things to even out a little and balance the aircraft.

What I tend to do is leave the fuel system running with just the one tank giving the

fuel to engines 2 and 3 until the imbalance is rectified. How do we do this? Well,

let’s have think, firstly I would close the X FEED valves for 1 and 4 and let them use

their own tanks for a moment and isolate them from engines 1 and 2. I will then shut

down the pumps and OVRD pumps on tank MAIN 3. This means engines 2 and 3 are

being supplied with fuel from only MAIN 2.

Figure 173 - X FEED configuration for imbalances.

Figure 173 shows a number of things, firstly it shows the configuration of the fuel

panel and the PRESS lit in amber on the MAIN 3 pumps. This is telling us there is a

low pressure, as fuel is still in these tanks the system thinks there is a problem and

brings it to our attention, of course we know why, because we turned them off so it’s

nothing to be concerned about. The reason OVRD 1 FWD and AFT are not lit, is

these pumps provide booster pressure for MAIN 3 and are not essential to the fuel

coming from MAIN 2, as a result they will only show a light if they have failed.

OVRD 2 FWD and AFT are essential to provide the fuel pressure to pump fuel

around the system to engine 3.

The pump caution messages are also shown on the upper EICAS with the two

warnings FUEL PUMP 3 AFT and FUEL PUMP 3 FWD. If we look at the lower

EICAS on the FUEL page you can see what I’ve done here. MAIN 2 in purple is

supplying fuel to engines 2 and 3, engines 1 and 4 are getting fuel from MAIN 1 and

MAIN 4 respectively and are isolated. I have closed the X FEED valves indicated in

yellow and you can also see the main and override pumps for MAIN 3 are all shut

down, also indicated in yellow. I will now continue flying with this fuel configuration

until MAIN 2 fuel is equal to MAIN 3, at which time I will once again reinstate the 4

pumps for MAIN 4 and open the X FEED valves in THAT ORDER.

At this point MAIN 2 and MAIN 3 will have more fuel than MAIN 1 and MAIN 4, so

we’ll have to wait for the system to balance once more before the tank to engine

condition is realised again. Once this is the case I will close the X FEED valves and

turn off all the OVRD pumps as a normal TANK/ENG condition would have us do,

but we’ll go into that in detail in a moment. It is important to take care when turning

off tank pumps, so if your aircraft is only slightly imbalanced, do this slowly and then

monitor carefully.

When you’re ready to conduct the procedure for tank to engine, it goes like this, let’s

look at the fuel panel a moment.

Figure 174 - Fuel tank to engine panel.

Figure 174 shows the fuel panel at the point the caution on the upper EICAS is

shown, but what do we need to do? Well, firstly close the X FEED valves on the fuel

system, and monitor their close on the lower EICAS FUEL page. Then the OVRD

pumps are not longer necessary as we do not need booster pressure as the engines are

close to their respective tanks, so we can turn those off too. The fuel panel should

look like Figure 175, the red shows the cross feed valves that need closing and the

green the override pumps that can now be shut down.

Figure 175 - Fuel panel after TANK/ENG.

Finally we’ll check the system on the EICAS lower which should look like Figure

176, and hit RECALL on the upper EICAS to ensure that there are no other problems.

Figure 176 - EICAS lower after TANK/ENG condition set.

Once the tank to engine condition is achieved, and there are no more warnings on the

upper EICAS, the fuel system (so long as there are no more failures) does not need

anymore planned attention from us. However, periodic checks to make sure the fuel

management system isn’t doing something silly is always a good idea!

You will notice the other X FEED valves here that we have not used, the inner valves.

These are on the fuel control panel overhead and are covered in a protective flip case

to guard against accidental activation. These are rarely required in any flight, they are

used to isolate either engine 2 or 3 from the fuel system. The outer valves as you can

see here are enough to isolate 1 and 4 from the system. This is only done in the event

that it is unsafe to supply fuel to that engine, or there is potential of fire spreading

from that engine to the other tanks and engines via the fuel system. Pulling the fire

controls for the extinguishers for any engine or the APU will automatically isolate the

fuel system, but this is an extra precaution that can be taken if necessary.

I conducted my final step climb at REO, a bit earlier than scheduled as the optimum

altitude was above my current altitude at that point. I ascended to FL380 at REO and

continued the trip.

4.8 The Descent

Well I’m about 500NM from our destination now, we have a lot of time and we’ve

just got our expected arrival STAR on our ACARS (this is not simulated, but let’s

imagine we have). Our arrival into Los Angeles International will be on runway 24L,

and we will be using a YENNI 1 STAR arrival. ATC are expecting us to go direct to

the start of that STAR (HEC) as we pass DERBB on our flight plan. The STAR starts

at waypoint HECTOR or HEC.

Now there is good news and bad news, the bad news is, this FMC has not got this

approach pre-programmed in, so we are going to have to do the programming

ourselves, the good news is, we have plenty of time to do so and it’s very good

practice for you.

If you wish to pause the simulation at this point feel free to do so although you do

have bags of time, and we’ll go through it step by step. First thing we have to dig out

our chart, I’ve put a copy of this chart in this tutorial for you to look in Figure 177.

Figure 177 (found here http://www.naco.faa.gov/d-tpp/0407/00237YENNI.PDF) is

the complete STAR approach plate for the YENNI ONE arrival for Los Angeles

International Airport. As you can see the approach is from the North East of the

airfield, bit of a bummer that we’re coming in from more or less the North West then

huh? Oh well, not to worry, that’s probably why they asked us to go direct to HEC

from our waypoint DERBB.

Ok, well before we press on let’s get it clear in our minds what is going to happen on

this approach. Firstly, we’re going to continue on our flight plan as we said, we’ll

request our descent as and when we need it and descent in VNAV, we might decide to

intervene with the descent rates a bit later on.

Incidentally in the US the expectations of a descent are a little different, ATC will

expect you to descent relatively quickly to your assigned altitude, but as you approach

it, within 1,000 feet, to slow your rate of descent to 500fpm, so they can predict if

you’re likely to go through the restriction or not.

Anyway back to the plan, we’ll start our descent as normal, probably around DERBB

at some point, we’ll then turn right direct to HEC as requested. As we pass HEC

we’ll turn right onto a heading 211 degrees out of the YENNI fix. As we pass the

YENNI fix we’ll then turn right again onto a heading of 225 degrees and continue to

the LOMAA fix (I hope you can follow this on the chart). At this fix we expect to

pass at 18,000 feet or above and at a speed of 270 knots. In which case we can figure

out the entry in our mind for the FMC, 270/18000A, remember? Let’s continue, as

we approach KEACH we expect to be below 17,000 feet but above 16,000 feet

maintaining 270 knots. So let’s think about this, how could we ensure that? Well

that’s easy, set the MCP to 16000 as we pass IOMAA that way VNAV will not

descent any further that 16,000 feet and set 270/17000B in the FMC for that

waypoint. Once we pass that waypoint, we pass the HAMRR fix, and then to the

JSHUA fix where we make a further right turn to 249 degrees towards TOVRR. At

TOVRR we expect to be below 15,000 feet but above 12,000 feet. So again MCP to

12,000 and the FMC to 270/15000B for that waypoint, see it’s not that complicated

really is it? Next waypoint is SUPAI, and we expect to cross that between 11,000 feet

and 10,000 feet. So again after TOVRR, the MCP goes to 10,000 and the FMC entry

is 240/11000B. Why 240 knots, it’s not on the chart? I hear you all ask. Well it’s

simple as we approach 10,000 feet there is a speed restriction of 250 knots, just like in

the UK, although on take off we were allowed to exceed this, on an approach this is

rare so we’ll get the aircraft slow for the landing, this is probably why the change in

altitude is so small between TOVRR and SUPAI, to give us chance to slow the

aircraft. I’ve set the speed to 240 knots to ensure we don’t go too fast, after this point

I expect ATC will give us speed instructions if they haven’t already.

Figure 177 - YENNI ONE STAR chart for KLAX.

After SUPAI it’s LYVIA which we’ll pass at 9,000 feet or above, so the FMC entry is

240/9000A, CRISY is the next waypoint which we’ll pass at 8,000 feet or above so

again we know the drill, the entry will be 240/8000A in the FMC for that waypoint.

After that I expect it won’t be long before we’re localiser established and cleared for

an ILS approach to 24L.

So are we clear now what we need to do? Let’s recap the waypoints and settings once

more. The FMC settings are for each waypoint and the MCP setting is what it should

read as you PASS the waypoint, not before.

Waypoint FMC and MCP settings height and speed

DERBB Happy with the FMC altitude prediction here with MCP at cleared altitude.

HEC Happy with the FMC altitude prediction here with MCP at cleared altitude.

YENNI Happy with the FMC altitude prediction here with MCP at cleared altitude.

LOMAA 270/18000A with MCP reset to 14000 upon crossing.

KEACH 270/170000B with MCP at 14000.

HAMRR Happy with FMC altitude prediction here with MCP reset to 12000 upon

crossing.

JSHUA Happy with FMC altitude prediction here with MCP at 12000

TOVRR 240/15000B with MCP reset to 10000 upon crossing

SUPAI 240/10000A with MCP at 9000

LYVIA 240/9000A with MCP at 8000

CRISY 240/8000A with MCP at 8000

Table 8 - FMC programming and MCP settings for approach STAR.

Table 8 shows the settings for the FMC on the approach, now let’s get this

programmed into our FMC and then look at the approach to the runway a bit closer.

Obviously if there are any specific requests from ATC regarding altitudes, headings

or speeds we will adhere to them!

Figure 178- FMC STAR programming deleted waypoints to DERBB.

Figure 178 shows the first stage of the programming, I’ve deleted nearly all the

waypoints up to DERBB, note that I left RW25L and it is still active, we’ll fix that in

a moment so relax about it for now. The next stage is inputting all the data in the

FMC from Table 8. To add the new waypoint after DERBB, simply type the new

waypoint code then enter it on top of the RW25L waypoint. This will insert your new

waypoint before this entry, when you get to the bottom of the page go to the next

stage and continue till all the new waypoints are added.

Figure 179 - FMC STAR programming new waypoints added page 1.

Figure 180 - FMC STAR programming new waypoints added page 2.

Figure 179 and Figure 180 show the newly programmed waypoints into the FMC, if

we go to the next page we will see RW25L again on it’s own on the page (well at

least I do at this point). If you haven’t done so, make sure you enter all the height

information into the pages too, like I have.

Figure 179 and Figure 180 show the height and speed information programmed into

the FMC, so let’s execute the changes with the EXEC button and check the progress

page again to check our arrival time.

Figure 181 - FMC PROG page with the new flight plan added.

Everything looks good here on the progress page in Figure 181, our arrival time is still

early, the fuel is ok at 27,300Kg expected when we land which is well over our

reserve of 17,100Kg. We have got 10,200Kg to play with and perhaps hold with if

necessary.

Let’s look at the latter stages of the approach now.

Figure 182 - Approach to runway 24L.

Figure 182 (found here http://avn.faa.gov/d-tpp/0701/00237IL24L.PDF) shows the

approach path to the runway from HURLR, incidentally HURLR is not required as

CRISY is in fact after this waypoint anyway and already has a higher altitude

restriction of 8,000 feet or above, so I’m going to disregard that waypoint. We can

use this like we did the previous chart to plan the final stages of the approach to the

runway. So again let’s think of our FMC entries.

Waypoint FMC and MCP settings height and

speed

HURLR We’ll ignore this as it’s 26.5NM from the

threshold and CRISY is 25NM from the

threshold and we have a set altitude for

that, which incidentally meets HURLR

requirements anyway (7000 or above and

we have 8000 or above set).

JULLI FMC 220/4000A

SUTIE FMC 180/2200A

CORTY I’ll leave this one as we’ll be well

established on the ILS by this point

anyway.

Table 9 - FMC entries for close runway 24L approach.

Table 9 shows the FMC programming for the waypoints on the later stages of the

approach to runway 24L at Los Angeles International Airport. It’s the same

procedure that we used for the earlier stages of the approach, however we can make

this simpler using the FMC. Selecting the ARR/DEP page, and pressing the ARR

option for KLAX (Los Angeles) we’ll see the option to use DILS24L on the right

hand side. This is our 24L approach, currently 25L is selected and this is not our

runway so we’ll have to change this and we can do so by selecting the new ILS

approach here. Once we have done so, the FMC will provide options as to how we

are approach this runway, larger airports such as Los Angeles have more complicated

approach patterns for runways and often TRANS waypoints are included in the

approach in order to make programming easier. Our TRANS option, as you might

have guessed since it’s on our flight plan now due to the approach YENNI ONE, is

CRISY, the final waypoint of the approach, it’s all very convenient isn’t it? It’s

designed this way to make it easier for us. Selecting CRISY as our TRANS waypoint

means the FMC will use it when plotting the final approach to runway 24L for us.

Figure 183 - FMC approach to runway 24L selected.

Figure 183 shows the DILS24L approach selected (denoted by <SEL>), along with

the TRANS waypoint CRISY which corresponds with our plan. You’ll notice that

once again EXEC illuminates for you to accept the change to the plan, do so and we’ll

get Figure 184 as our new screen.

Figure 184 - FMC arrival for 24L executed.

This shows that the DILS24L and CRISY waypoints are now our set active (denoted

by <ACT>) approach procedures. Again we have more programming to do, and

checking of the FMC, so let’s go back to the LEGS page and see what we need to do.

Figure 185 - FMC legs page with the final approach planning.

Figure 185 shows the final approach planning for the 24L arrival, as you can see once

again the FMC has determined its own altitudes for the approach, however we know

the altitudes from the approach chart (Figure 182) and must enter those. The

programming is also not quite right, you’ll notice the HURLR waypoint is not

included in the approach and rightly so, like we mentioned earlier CRISY is after it

and has an altitude restriction with is higher (cross at or above 8,000 feet) than

HURLR (at or above 7,000 feet) and therefore it is not required. JULLI will be the

next waypoint on route to the runway so we can close the discontinuities in the plan

here. We now need to set the altitude restrictions for the other waypoints and they

should look like Figure 186 when complete.

Figure 186 - FMC final approach information set for 24L.

Great, our arrival is set and planned, our next stage is the missed approach. It is

important as pilots that we consider our missed approach procedure and understand it,

obviously in case we need to call on it if our approach has to be aborted for whatever

reason. You’ll notice that on the complete approach chart (part of which is shown in

Figure 177) the missed approach procedure is outlined for us. It states the missed

approach for this runway to be, climb to 2,000 feet on runway heading of 249 degrees,

then turn right onto the 260 radial from the LAX VOR out to the holding point at

RAFFS intersection at 15.1NM from LAX VOR. Sounds fairly straight forward, let’s

consider a fix for this, what do we need? Well let’s think, I think a circle of radius

15NM around LAX VOR would be a good start along with a radial at 260 degrees

from that same VOR too. So let’s enter that information into a fix on the FIX page of

the FMC.

Figure 187 - FMC with missed approach FIX shown.

I hope you remember how to put fixes into the FMC, course you do! You would have

been entering them all along your route for you alternates. Look at Figure 187, this

shows the settings for the LAX VOR fix. I’ve set two entries, one a distance marker

of 15NM, and the other the 260 degree radial. Let’s take a look at that on the ND for

a moment, so switch your ND to plan mode and we’ll step through the waypoints to

see what it looks like. I hope you remember how to do that, if not pop up to the other

sections earlier on and refresh your memory.

Figure 188 - ND and FMC with the data for the missed approach.

Figure 188 shows the missed approach on the ND and our newly added fix. The FMC

is showing the rest of the approach to runway 24L, as we can see it’s pretty good.

The FIX display on the ND clearly shows the 15NM mark and the radial is good at

260, but wait!? Someone has added this hold in for us already? Well as part of the

DILS24L approach we entered and activated earlier, the missed approach is already

pre-programmed into the FMC and includes the hold, fantastic no more work!

Figure 189 - FMC with the pre programmed missed approach.

Figure 189 shows the missed approach in the FMC, it looks about right 261 degrees

out to RAFFS after the intercept, 1 degree off probably due to the turn after the

runway. 5.9NM from the runway to the intercept then a further 11NM to the holding

point making it 17NM in total, but remember we are not flying direct to RAFFS, we

are travelling in a sort of “L” shape, so it will be a bit longer for us. The holding point

is set for a 230 knot speed and 2,000 feet. Holds over land are usually higher, but

we’re actually over the sea and this point so that’s plenty high enough really. So we

are familiar with what to expect now for our missed approach, so if Tower were to tell

us to abort or we execute a missed approach, we know what to do.

Ok, what else do we need to think about? Well autobrakes is one and the VREF

speed for our landing, let’s tackle VREF for the landing first. I’m going to use flaps

30 for my landing. You can use 25 if you wish, it just means your procedure is

slightly different to mine that’s all and you’ll land at a slightly higher speed. We set

the flaps setting we’ll use within the FMC, once again it will compute the landing

speed for us at that flap setting which is good, but remember, any computed data from

the FMC really needs checking. It is almost always right but as Captain this is your

responsibility!

To check the speeds we’ll start with our predicted landing weight, which is about

250,000Kgs give or take a bit, we don’t need to be that precise really. Using this

weight with the landing reference speed tables for the aircraft we can see that at flaps

30 our landing speed will be about 149 knots. I might put a bit more than that just to

be on the safe side, but so long as the FMC is in that ball park, we’re on to a winner,

let’s note that down for later. I’m not really close enough yet to set that so I’ll wait

for now and do it later on, but I have a figure in mind already.

Let’s have a look at the runway, it is fairly long, on the chart it shows 10,285 feet in

length, well over 3,000 metres. We can use a fairly relaxed Autobrake I think for this

landing, it’s not wet either (is it ever in Los Angeles?) which helps.

The Autobrake system is detailed in the PMDG manual and it shows the calculated

decelerations for each brake setting with just the braking system and no reverse thrust

from the engines, so let’s have a look. Setting 1 for example slows the aircraft down

at a rate of 1.2 metres per second every second (1.2 ms-2), the relationship of knots to

meters per second is every 1 knot is roughly 0.5144 ms-2, about a half. Using this

relationship we can see how many seconds it will take us to stop from 143 knots.

149 knots = 149 x 0.5144 ms-1

143 knots = 76.65 ms-1

So we will with a decrease of 1.2 ms-2 it will take us:

76.65 ms-1/ 1.2 ms

-2 = 63.875 seconds

We can now calculate how far we’ll travel in that time using the average speed and

the time taken assuming a deceleration in a linear nature (which isn’t strictly true as

the brakes will be less efficient as they heat up when applied and hot brakes will have

a reduced performance). The calculated average will be:

76.65 ms-1/ 2 = 38.325 ms

-1

And since speed multiplied by the time travelling is the distance travelled, we get:

38.325 ms-1 x 63.875s = 2448 metres

So we’re well within limits here, in fact we can work this all out in a neat table and

select an appropriate setting.

Autobrake Setting Distance With Just Brakes

1 2448

2 1958

3 1632

4 1277

MAX AUTO 864

Table 10 - Autobrake settings.

Table 10 shows us how much runway is required for the Autobrake to stop us alone

with no reverse thrust from the engines or spoilers. I think that really we could use

any of these settings if we wanted to, but let’s think about aircraft maintenance and

how we might reduce the life of the systems. If we use MAX AUTO for instance, we

will not only stop but break our necks in the process and probably make some of our

passengers sick!

I think I’m going to go with setting 2, probably because I just want to be totally sure

we’ll stop fairly quickly and I can probably disengage the brakes and use the drag to

roll to a slow speed and leave the runway without much braking at all. You can select

a setting you feel as appropriate, you’re the captain on your flight!

Set your Autobrakes, and once you do so you will notice the upper EICAS displays it

in white as an information message, seen within Figure 190 here.

Figure 190 - Landing Autobrakes to 2 and displayed on the upper EICAS.

Ok with our approach considered and programmed, we can just wait till we get a bit

closer to the Top of Descent (T/D) and then we’ll give the brief and the passenger

announcement, and set out VREF for landing.

As we approach FRA at about 30NM to go, we get the following message from ATC.

ATC: “Speedbird 283 after FRA turn left direct to HECTOR and

maintain FL380.”

You: “After FRA turn left direct to HECTOR and maintain FL380,

Speedbird 283.”

Well, that’s some good luck, perhaps we’re in the way over DERBB and conflicting

some traffic? But it does mean that we’ll cut out a lot of time taking this short cut

ATC have given us, let’s set the FMC for the direct track to HEC. As before it’s very

easy, simply open the LEGS page, take the HEC waypoint and place it over the

DERBB waypoint, then hit EXEC leaving you the following.

Figure 191 - FMC direct to HEC after FRA.

Figure 191 shows the new LEGS page and Figure 192 shows the ND with the updated

flight plan.

Figure 192 - ND with the new routing direct from FRA to HEC.

I wonder what that’s done to our progress? Let’s have a look, open the FMC PROG

page and check. Figure 193 shows the new PROG page with the new routing and it’s

looking good, we’re still early and there is plenty of fuel left.

Figure 193 - FMC PROG page with new routing.

Ok well I’ve had a cup of coffee now, and I’m just approaching the start of the

descent (shown as top of descent). I’m about 150NM from the top of descent, and

now it might be a good idea to brief the crew and passengers at this point as we’re not

all that far now.

Ladies and gentlemen, in 20 minutes or so we will be beginning our

descent for Los Angeles International Airport. This is just a courtesy

call to advise you that once we begin the descent I will be putting the

seat belt signs on and it won’t be possible for you to move freely

around the aircraft. If you need the bathroom or anything else that

requires you moving from your seat, please do this now, and would

you be so kind as to help the cabin crew tidy and secure any lose items

or rubbish in the cabin before the descent.

I’m still waiting for Air Traffic Control to clear us for our descent into

Los Angeles, but I anticipate this shortly. We’re currently running 20

minutes early, and the weather at Los Angeles right now is clear with

sunny skies which should make for nice views as we approach the Los

Angeles basin and then the airport. The wind currently, which we

don’t anticipate will change, is a very light breeze, meaning our

landing ride should be very smooth and pleasant.

If there is anything we can do for you please ask a member of the

cabin crew. I hope so far you’ve enjoyed your experience with us

today and I’ll speak to you all later when we land at Los Angeles.

Thank you.

Ok, that’s the passenger announcement, now we need to think about the flight crew

along with the final stages and radios for the landing. We’re pretty much set up with

just a few little things before the final descent and approach brief can be given.

The radios we’ll use are LAX on the left VOR so let’s set that up now. So let’s go to

the NAV RAD page and set those, also let’s confirm the ILS frequency and course for

the 24L landing.

As per the chart, the frequency for the VOR point is as LAX on 113.6, let’s set that in

the FMC NAV RAD and confirm the ILS of 111.7/249 for the ILS frequency.

Figure 194 - FMC with the NAV RAD page with the landing radio details set.

Figure 194 shows the NAV RAD page of the FMC with the data included. The ILS-

MLS is set correctly and currently in PARK. This is normal and as we approach the

runway the frequency will become active automatically.

Excellent with those set we can put that LAX VOR on our ND and use it as we come

into the landing. We have the fix set for the missed approach and just one more thing

to think about, and that is the Minimum Safe Altitude we’ll use or the MSA, on the

chart it actually specifies an MSA of 7,700 feet when coming from 240 degrees,

which is roughly our arrival direction, so we’ll use this in our brief and when flying.

Ok, well I think that about covers everything, the new transition altitude is 18,000 feet

in the USA, I hope you didn’t forget! So remember to change over the altimeter

settings at that altitude or we’ll be in trouble! Ok, just the crew brief then, let’s wait

till we’re a bit closer maybe 60NM before the top of our descent and then we’ll give

it.

Lovely sight isn’t it, that’s my bird approaching the large basin that surrounds Los

Angeles, it’s not long to go now really.

Ok 60NM till top of descent, the T/D marker in green has now come into view on the

ND display.

Figure 195 - ND with the T/D marker displayed.

Figure 195 shows the green T/D marker as it approaches the 60NM limit on the ND

display. I think now it’s time for those passenger signs to get these people seated for

the landing, so let’s get those on.

Figure 196 - Passengers signs on for descent and landing.

Let’s set the VREF now for the landing in the FMC, so go to the INT REF page and

we’ll set it up.

Figure 197 - FMC INT REF page for the landing VREF.

Figure 197 shows the FMC INT REF page, when you enter this page you’ll notice

that the set speed for our landing is blank, I’ve completed my page as above by

selecting the 30 degree flaps with the 149 knot landing speed. We simply press the

key next to that and then enter it into the space below FLAP/SPD. The next thing we

notice in red on the bottom left is the runway length for runway 24L, which we

already know and can use to decide our autobrake setting, of which mine is 2. And

finally the weight in the top left, indicated as 268,900Kgs (254,650Kgs was

expected). We need to check the landing speed in the manual to make sure it’s

correct, the table on page 3-3 of the PMDG manual shows a speed of 150 knots for a

weight of 270,000Kgs. Our landing weight is slightly lower so 149 knots would

check out, we agree with the FMC.

I think we’ll give the brief now the cabin crew are working to get all the

passengers seated so let’s make a start. Just hit RECALL on the EICAS and

make sure there are no warning or caution messages and we’re all set, just

waiting on the cabin crew to give us the word.

Descent is going to be in 60 miles, we’ll descent in VNAV and it’s

going to be a YENNI ONE arrival for the expected runway 24L at Los

Angeles. In the descent we’ll use 7,700 feet for the minimum safe

altitude until we’re within 25NM from the airfield.

Transition altitude is standard 18,000 feet here in the United States

and the descent profile is as follows. We’ll begin our descent shortly

before the HEC waypoint, turning left direct to HECTOR from FRA

and deviating from our plan has reduced our time and given us a bit of

extra fuel. Once at HECTOR we’ll turn right onto the heading 211

degrees to YENNI on our STAR course as indicated on the chart.

We’ll continue past LOMAA where there is an altitude restriction,

pass at or above 18,000 feet along with a speed restriction of 270

knots, and this is confirmed on the FMC with that speed restriction

and altitude selected for that waypoint on the LEGS page. Continuing

our approach towards KEACH again another restriction of altitude

between 17,000 and 14,000 feet, which again is reflected in the FMC

by 17,000B, if you could set the MCP after passing LOMAA to 14,000

feet if ATC permits please, then we continue to HAMRR. Next we turn

right at JSHUA to intercept the 249 to TOVRR where there is another

restriction between 15,000 and 12,000 feet, again the FMC is set to

15000B and could you please ensure the MCP reads 12,000 feet ATC

permitting. Continuing on the 249 we’ll pass SUPAI, where there is

yet another restriction of between 11,000 and 10,000 feet, the same

applies, FMC is confirmed set at 11,000B and set the MCP to 10,000

feet after passing SUPAI. Approaching 24L we’ll pass CRISY at or

above 8,000 feet, shown in the FMC and then it’s the approach to 24L.

I expect that as we approach we’ll won’t be given vectors as the

approach takes us right in, I expect it’ll be runway 24L as of our

ACARS message says. Looking at the approach chart for the runway,

it’s fairly standard with 4,000 feet or above indicated for JULLI, 2,200

feet or above for SUTIE and I expect we’ll be cleared for ILS

approach either before that or very shortly after that point. Again

these height restrictions are in the FMC.

It’ll be a flaps 30 landing with a VREF of 149 knots confirmed in the

FMC, with Autobrakes 2 selected. The ILS frequency for runway 24L

is 111.7 and the course is 249 degrees, this is confirmed within the

FMC NAV RAD page and the final approach fix is at LAX set on the

left. The weather looks good with light to no wind at all on the final

approach, but we’ll reassess that as we get closer to the airfield.

Our decision height for this landing is 200 feet, if I decide to continue

with the landing I will call land, if I decide to abort the landing I will

call abort. In the event of a missed approach, I will activate the

TO/GA system, ensure the aircraft begins to climb, once safely

climbing if you could retract flaps to 20 and pull the gear up please. If

it is a failure could you carry out the appropriate checklist and if

you’d let ATC know that we’re going around along with a reason. I

will then fly the horizontal profile of the missed approach procedure,

and once level and under control at the holding point I will talk to

ATC.

The missed approach procedure is as follows, climb to 2,000 feet via

the runway heading of 249 degrees and then out on the LAX VOR

radial of 260 degrees to the holding point at RAFFS intersection 15.1

miles out. That is out to sea so no problems with the minimum safe

altitude we’ll hold at 230 knots or our slowest clean speed which we’ll

try to get clearance for, and plan for our second approach. I expect

ATC will vector us in from there anyway for the second approach.

As for alternates, our alternate today is Ontario International which

we’ve allowed 40 minutes for and should be enough time including

potential holds. It’s also a fair distance away so shouldn’t be subject

to the same weather conditions. I would say there is a chance we’ll

have to hold as we are early.

Ok, we’ve discussed the approach, RECALL is checked on the upper

EICAS, map integrity is checked and Autobrakes are set to 2. That

concludes the brief, are there any questions?.... Ok, we’ll wait for the

cabin crew to indicate secure then it’s time for the descent checklist.

Excellent, that’s the cabin secure, our nice flight attendants have just given us a call

and let us know so let’s get on with the Descent Checklist!

Checklist Time!

DESCENT CHECKLIST

RECALL CHECKED

BRIEFING GIVEN AND UNDERSTOOD

VREF SET

MINIMA SET & CROSS CHECKED

AUTOBRAKES SET TO 2

PASSENGER SIGNS ON AND ON

CABIN SECURE

Ok with the brief over and the checklist complete it’s time to monitor the FMC PROG

page and the ND for T/D as it comes closer and closer.

Figure 198 - FMC with RESET MCP ALT as we approach T/D.

Figure 198 shows an FMC message and I’ve also highlighted the T/D distance which

is currently 14NM for me, we’ll be beginning the descent very shortly. Figure 199

shows the MCP and the 38,000 feet set for the cruise, the FMC message “RESET

MCP ALT” is informing us that VNAV will be unable to descend with the MCP set in

this way, and we are now close to the start of the descent path calculated by the FMC

so it issues a caution notice on the upper EICAS. We can’t change this until we have

clearance to descend.

Figure 199 - EICAS and MCP on RESET MCP ALT.

Ok as we approach the top of descent, at about 10 miles from it, we’ll request

clearance to start our descent from ATC.

You: “Speedbird 283 requesting descent.”

ATC: “Speedbird 283 descend and maintain FL250.”

You: “Thank you descend and maintain FL250, Speedbird 283.”

Ok this means that we can start our descent, and continue on our present course, so

let’s set the MCP to 25,000 feet and make a start shall we? We’ll set the value on the

MCP to 25,000 and VNAV should automatically begin the descent as we go past the

T/D point. As we reset the MCP you’ll notice the FMC advisory message on the

upper EICAS and FMC saying RESET MCP ALT will extinguish.

Figure 200 - The MCP with the new altitude target of FL250.

Figure 200 shows the MCP configured with the new altitude target or 25,000 feet, the

FMC MESSAGE caution on the EICAS and the RESET MCP ALT on the FMC will

now extinguish as VNAV is able to conduct its descent, albeit partially to FL250.

As the descent begins, shortly before we pass T/D you’ll notice the engine throttle

mode will change to IDLE and the engines will power down. After the engines have

steadied at idle the throttle mode will then change to HOLD as the thrust setting is

held in the descent. VNAV will not change from VNAV PATH as it is still following

the vertical profile set by the FMC.

Figure 201 - PFD and ND just before the descent begins.

Figure 201 shows the PFD and the ND just before we pass the T/D marker. Here we

are still set in a cruise configuration, with SPD, LNAV and VNAV PTH as active

modes. Figure 202 shows just after we have passed the T/D marker, SPD has

changed to IDLE and the engines are now reducing (Figure 203), also on the ND a

further descent display has become active, similar to the glide slope on an ILS (which

we will come to later) this tells us how the aircraft is performing in relation to the

predicted descent path. Currently, and not surprisingly since we’ve just started our

descent, the magenta marker shows we are right on the vertical profile mapped by the

FMC. Since we are still flying the vertical profile VNAV PTH is still the active pitch

mode, and since we are still flying our flight plan LNAV is the active roll mode.

Figure 202 - PFD and ND just after T/D.

Figure 203 shows a little further along, the throttle mode is now HOLD, holding the

idle thrust for the descent. You can see the thrust level on the upper EICAS and it is

indeed approaching IDLE at this point.

The PFD also shows the descent rate, which currently is quite steep at 2,300fpm, this

also is reflected in the marker on the ND, showing we are now well below the

magenta marker for the vertical path set by the FMC. However we are still in VNAV

PTH mode as the autopilot is still trying to maintain that descent path.

Figure 203 - PFD, ND and upper EICAS during descent.

If we let the autopilot settle and just monitor it carefully, you will shortly see that

VNAV PTH brings the descent back to the path, so let’s monitor and make sure it

does. Use the speed brake if it looks like we’re too high on the path to help bring the

aircraft back on the descent profile.

Figure 204 - FMC descent page of VNAV.

Figure 204 shows the FMC VNAV DES or descent page. On this page we can see

our descent target speed of 290 knots and the next set point by us in the FMC descent

profile, that is LOMAA at 18000A at 270 knots, if you go back and check you’ll see

this is the first entry we set rigidly that VNAV did not calculate itself. It stays there

as a reminder of our descent profile settings. The top left shows us the End of

Descent E/D at the runway 24L, the runway is at an elevation of 176 feet above sea

level. Might be worth setting a speed restraint here at 250/10000 too, so let’s do that.

Figure 205 - FMC descent page of VNAV with SPEED REST.

Figure 205 shows the VNAV DES page with the new SPEED REST set at 250 knots

below 10,000 feet. You’ll notice the ECON SPD has changed to 290 knots, this is the

descent speed we’ll use unless specified by an FMC leg entry, or an entered

restriction.

As we approach FL260, we’ll request a bit more of a descent.

You: “Speedbird 283, requesting further descent.”

ATC: “Speedbird 283, descend and maintain FL200.”

You: “Descend and maintain FL200, Speedbird 283.”

ATC have now cleared us to FL200, so let’s set the MCP to reflect that as in Figure

206.

Figure 206 - MCP with further descent to FL200.

Ok, well the descent is going well so far, seems we’re nicely on the vertical path,

we’ll shortly be coming up to transition altitude, where we will be resetting the

altimeters to the inches setting. Do you remember? In the USA it’s not QNH but in

fact INCHES, so we’ll expect 2992 as our setting as we have clear skies and perfect

weather, if there were real weather, ATC would give us the setting before we go

through the transition altitude.

Do you remember how to do transition altitude setting? We simply set the QNH or in

this case INCHES setting as appropriate and then when passing 18,000 feet in the

USA we press the STD button on the display panel for the ND and also reset the

manual altimeter in the centre of the main middle panel. We must crosscheck the

altitudes then with our First Officer to ensure that they are in fact set correctly. But

this is coming up later we need to monitor for now, but, always good to be prepared!

As the descent stabilises and we get closer to the descent path, VNAV PTH becomes

the active mode once again. Everything now looks good, we’ve just got to wait

further clearances from ATC and we can continue along with out descent.

ATC: “Speedbird 283, continue descent for LOMAA at 18,000 or

above altimeters will be 2992. Passing LOMAA at 270 knots.”

You: “Continuing descent for LOMAA at 18,000 or above, altimeters

2992. Passing LOMAA at 270 knots”

ATC have now cleared us to continue our descent to 18,000 feet, they’ve passed us

our altimeter settings and looks like they are following the charts with the speed

setting too, most of the work is done for us as VNAV will pass LOMAA around

18,000 feet anyway and at 270 knots, good isn’t it? 18,000 now goes on the MCP

and we can continue the descent.

Figure 207 - PFD, ND and MCP approaching LOMMA.

Figure 207 shows the MCP with the new 18,000 feet set, the ND shows us

approaching LOMMA as planned and the PFD shows that the aircraft has selected the

new target speed of 270 knots for LOMMA automatically as we programmed in the

FMC for the descent earlier. No need for us to do anything really, except monitor the

descent further. I found at this point extending the speed brakes was wise as the

speed didn’t drop very easily, so I helped her to slow to 270 knots. Figure 208 shows

the speedbrakes extended to help the reduction to 270 knots.

Figure 208 - Speedbrakes extended to slow down.

Letting those out for a while to slow to 270 knots is advisory and after that speed is

reached it should be maintained.

ATC: “Speedbird 283, descend and maintain 17,000.”

You: “Descent and maintain 17,000. Speebird 283.”

Ok again, simple case of resetting the MCP to 17,000 feet and making sure we slow to

the target speed.

Figure 209 - PFD and ND on descent to KEACH.

Figure 209 shows that the speed brakes have worked nicely and I’m now stable at 270

knots and approaching KEACH with 17,000 on the MCP.

ATC: “Speedbird 283, descend and maintain 14,000.”

You: “Speedbird 283, descent and maintain 14,000.”

Ok again quick reset on the MCP and we’re away, things are going very well so far

it’s all looking rosey!

We get some nice views from here by the way, just before you pass KEACH at about

this point we see Ontario International Airport, our alternate.

Looks nice from up here doesn’t it? As we pass 18,000 feet make sure that you set

2992 on your altimeters and take them off standard setting. At this point do the First

Officer altimeters too, just as the climb a cross check is required.

First Officer: “Altimeters.”

You: “Altimeters set to 2992, passing 17,480… now.”

First Officer: “Altimeters set to 2992, passing 17,480 on your mark,

set and cross checked.”

This is important dialogue, I did the cross check while passing 17,700 and they are

checked with the First Officer altimeters and the auxiliary altimeter on the central

panel. After setting the panel the PFD should look like it does within Figure 210.

Figure 210 - PFD showing the altimeters set for the approach.

Now that the altimeters are set, and all our other pre-landing work is complete again

it’s back to managing the descent and continuing on.

There is something that we can do now though, and that is set up our minimum

descent altitudes and decision heights. I usually use 200 on RADIO and 400 on the

BARO meters as my rule of thumb, the ultimate decision goes on the RADIO 200 feet

height. At this point the First Officer will call out “decide” at which point you will

either call “abort” or “land”. To set these heights you use the top display panel for the

ND and PFD and the twister on the right. Set it to RADIO then turn till RADIO is

200 feet, and then BARO and turn till BARO is 400 feet. Your display should look

like Figure 211 afterwards.

Figure 211 - PFD with the decision heights set for RADIO and BARO.

Ok, so with that done we’re really getting close now, cleared to 14,000 feet we’re now

making some good progress.

ATC: “Speedbird 283, hold at HAMRR due to traffic at airfield,

inbound on 225 degrees at 14,000 feet maintain 270 knots, left turn

with 5 mile legs.”

You: “Hold at HAMRR inbound on 225 degrees at 14,000 feet

maintain 270 knots, left turn with 5 mile legs, Speedbird 283.”

Ok, let’s see what’s just happened here, we’ve been asked to hold at a waypoint,

probably because we’re a little early and they’re trying to fit us in on a slot for

landing. A lap or two of a holding pattern isn’t that uncommon these days and it’s an

easy programming step. Let’s just look at the information we’ve been given for a

moment so we can understand what is being asked of us.

Well firstly if you look at the chart you can see the hold at HAMRR anyway, so

we’ve got a good idea what they’re after already. The inbound course of 225 is the

approach course to HAMRR on the STAR anyway, which can see that looking at the

chart (if you don’t remember scroll up to Figure 177 and take a look again). So the

course inbound is already in our FMC for our flight plan. If we think about this hold

a little it looks about 5 miles long and we fly our route and turn left to enter it.

Looking at the ATC instruction this backs this up, with left turn 5 mile legs. The

other stipulation is the 14,000 feet height and the 270knot speed. They might not

want us to slow down too much, probably why the legs are quite long.

So let’s program this into our FMC, go to the HOLD page of the FMC and we get the

following as in Figure 212.

Figure 212 - FMC HOLD page.

This shows the hold at the end of our missed approach procedure, do you remember

it? Out to RAFFS intersection and hold at 2,000 feet? Here it is look FIX at RAFFS

it has the inbound course and L TURN indicates a left turn to enter the hold. The leg

distance is 3.0NM. Looking at this we can see how we can enter our hold into the

FMC, so let’s do that. Press the NEXT HOLD button to enter our new hold.

Figure 213 - FMC HOLD setup legs page.

Figure 213 shows the FMC after the NEXT HOLD button was pressed. It now wants

us to input where in the flight plan we’d like to setup the hold. There is an option for

another position entry with PPOS, but since we know the waypoint and it’s on our

flight plan we can simply enter HAMRR and enter it over those empty boxes on the

bottom left there.

Figure 214 - FMC HOLD page setting for HAMRR.

Figure 214 shows the FMC as soon as we have entered the HAMRR waypoint as the

holding point on our route. The FMC has automatically set up some parameters here

but we need to change them. The legs are wrong, the height is wrong, the speed is

wrong and also the first turn is wrong., so we’ve a lot to do. First let’s change the

turn, that’s easy simply enter /L and put that over the current INBD CRS/DIR entry

and that should change to L TURN. Next enter the new speed and altitude targets for

the hold the speed is 270 knots and the altitude 14,000 feet, and like any other

waypoint entry it is simply 270/14000, we enter this over SPD/ TGT ALT on the top

right. Finally we’ll change the leg size to 5.0NM, we need to enter that over the LEG

DIST, not the LEG TIME, we’ve been given a distance rather than a time. Once

entered in the LEG DIST setting the LEG TIME will automatically blank. Once

complete the FMC will look like Figure 215.

Figure 215 - FMC HOLD page with settings entered for HAMRR.

Press the EXEC button and the changes should update the flight plan that we have,

and the hold will show up on the ND.

Figure 216 - ND with the HOLD at HAMRR.

Figure 216 shows the hold setup on the ND on our flight plan. The aircraft will enter

this hold as it passes it and we can control when the aircraft leaves.

At this point I’ve decided to intervene and take over with the speed control, and

reduce to 270 manually. Remember how to do this? Well we simply press the centre

dial it will open and we key in the figure and the aircraft auto throttle systems will

maintain this speed for us.

Figure 217 - Speed reduced on MCP to 270 knots.

Figure 217 shows the new speed entered into the MCP, and we’re just about to enter

the hold now. I think now, before we enter this hold, it would be good to do our

approach checklist and get that out of the way before we continue.

Checklist Time!

APPROACH CHECKLIST

ALITMETERS QNH SET AND CROSS

CHECKED

MAP INTEGRITY VERIFIED

AUTOBRAKE SET TO 2

4.9 Hold and Approach

Ok well we’ve now completed our approach checklist and everything seems fine.

We’re all set now, but since we’ve been given a hold to follow due to a busy airfield!

We’d better let the cabin crew and the passengers know what’s going on.

Ladies and gentleman, your Captain again. I’m sorry about this but

due to traffic at Los Angeles International and our slightly early

arrival, we’ve been asked to hold here while we are slotted in for our

landing. This type of thing is very normal for these busy airfields and

just means we might have to do 2 or 3 laps of our holding pattern

before they give us our permission to approach the runway for

landing.

In the mean time just sit back, relax and enjoy the view, I don’t

anticipate this taking too long perhaps 5 to 10 minutes at the most.

Sorry for the delay.

Ok with the passengers informed and us now flying our pattern it’s just a simple

waiting game before we can be let out of the hold and continue on our merry way to

the airfield.

Monitor as the aircraft enters the hold and ensure that it remains in it’s pattern as you

commanded it to.

Figure 218 - PFD and ND showing the aircraft entering the hold.

Figure 218 shows the aircraft entering the hold, you can see the left turn and the

projection of the turn on the ND. You can also see the throttle mode changed to SPD

indicating the auto throttle is now holding my target speed for me. It’s again a case of

monitoring and making sure everything is ok. Also I’ve just bust through 14,000 feet

a little but that’s now correcting itself, and only be 30 or 40 feet or so anyway.

Everything looks good so far! You might also notice that UP is shown in green on the

PFD speed ribbon. This is the flap speed where we will start our flap extension.

As we continue on the hold see how the aircraft handles itself and manages to

maintain the holding pattern, we’ll probably need to do 2 or 3 of these depending on

ATC, but we’ll see, hopefully just 2 at most as these are expensive in terms of fuel

burning.

Ok well I’ve just completed my first lap now, and still no word, obviously the airfield

is a little busy, hopefully this time round ATC will ask us to exit the hold on this lap.

These laps are expensive for an airline!

Ok entering lap number two, take a look at Figure 219.

Figure 219 - PFD and ND showing the second lap of the hold.

Ok hopefully, this time we’ll get a message.

ATC: “Speedbird 283, leave hold at HAMRR and continue own navigation on the

YENNI ONE STAR for 24L.”

You: “Leave hold at HAMRR and continue own navigation on the YENNI ONE STAR

for 24L, Speedbird 283.”

There! Great, we can leave the hold and continue, so how do we do that? Well

they’ve instructed us to leave the hold at HAMRR and continue on course on the

STAR approach. We’ll have to complete this lap, but before we do so instruct the

aircraft that this is the last time it will do this hold at HAMRR. Let’s open up the

FMC.

Figure 220 - FMC HOLD page showing EXIT HOLD.

Figure 220 shows the FMC with the EXIT HOLD option indicated in the bottom

right. Pressing this will instruct the aircraft that it needs to exit the hold the next time

it passes the HAMRR waypoint and continue as the flightplan is set. When you push

the EXIT HOLD will change and light up with EXIT ARMED shown within Figure

221. This is the FMC telling you that the exit procedure for the hold is armed and this

is the last lap. You must however execute these changes with the EXEC button as it

is a flightplan alteration.

Figure 221 - EXIT ARMED shown on the FMC HOLD page.

With that all set up it’s time to let the passengers and crew know what’s going on so a

quick message to them would be helpful.

Ok ladies and gentleman, I’ve just had word from Air Traffic Control,

and we’ve now got permission to approach the runway for landing at

Los Angeles. Thank you for your patience.

Ok well, now we’re ready let’s just monitor and ensure the exit of the hold goes

exactly as it should and we reacquire the original flightplan correctly.

FYI and as an addition, you may notice some strange routing on the ND, ignore it.

Figure 222 - PFD and ND showing the aircraft leaving the hold.

Figure 222 shows the aircraft leaving the hold, we’re still at our set 14,000 feet limit

and as you can see we’re losing the vertical path. VNAV ALT is displayed on the

PFD showing that VNAV is holding an altitude target for us and is ignoring the path

for the moment, I anticipate the ATC will ask us to descend shortly, but let’s ask

them.

You: “Socal Approach, Speedbird 283 requesting further descent.”

ATC: “Speedbird 283 reduce speed to 250 knots descent and maintain

9,000.”

You: “Speedbird 283 reduce speed to 250 knots descent and maintain

9,000.”

Socal Approach is the approach for Los Angeles International Airport and we can

resume out descent. Set the MCP to 9,000 and press the dial so VNAV can continue

the descent for us, also change the speed dial to read the 250 knot target given by

ATC.

Figure 223 - MCP with new speed and altitude targets.

The MCP should now look like Figure 223, we’re getting quite close now and soon

we’ll be below 10,000 feet. Below this marker we need to be turning on our landing

lights to make ourselves nice and visible. So as we pass 10,000 feet let’s reach up and

switch on our landing lights as in Figure 224.

Figure 224 - Landing lights for the landing at Los Angeles.

As we get close ATC will give us further and further descent, and as we approach

eventually we will acquire the localiser and begin our final approach to the runway.

We’re well prepared now and handling everything nicely. I also think now there is no

need for the anti-ice so we’ll turn that off as shown in Figure 225.

Figure 225 - Anti-ice off for landing.

Ok bit closer now, just about to pass SUPAI, let’s ask for some more descent.

You: “Socal approach, Speedbird 282 looking for further descent.”

ATC: “Speedbird 283, descent and maintain 7,000.”

You: “Descent and maintain 7,000, Speedbird 283.”

Again a matter of resetting the MCP we can leave VNAV in control of the descent as

it matches the STAR and ATC will be expecting this.

Remember our minimum safe altitude (MDA) before 25NM? Well this was 7,700

feet, so let’s set the MCP to 7,700 feet until we pass the 25NM marker for LAX,

might be a good idea to add that to our LAX FIX we set up putting in /25 as our

distance marker and checking that off as we pass 7,700 feet. I hope you’re getting the

hang of this now, and can see how useful these fixes can be for our planning.

Figure 226 - PFD, ND and FMC showing the ILS and descent.

At this point the First Officer would call “localiser alive” due to the frequency

becoming active, let’s discuss the displays and explain it. Figure 226 shows the

descent continuing, I’ve updated the LAX fix with the new 25NM marker which

we’re about to cross over. After this point we can descent below the MDA we set,

we’re currently at just under 10,000 feet and 7,700 feet is set on the MCP, I’ll reduce

that now to 7,000 and probably ask for a further descent as I pass 8,000 feet.

The red indicates the ILS has just become active. We’re quite close now at 25NM

from the airfield so the LOC marker can be seen for the runway on the bottom of the

PFD. As you can see it’s magenta marker is almost right in the middle so we’re doing

well already. The FMC shows the frequency is now not longer in PARK and is active

with an A. The white text on the top left of the PFD is showing the DME for the

airfield and indicates just over 25NM. Everything is going well now just some more

monitoring is required.

As we pass over CRISY I am going to ask for further descent.

You: “Socal Approach, Speedbird 283, requesting further descent.”

ATC: “Speedbird 283, descend and maintain 5,000 feet reduce speed

to 230 knots.”

You: “Descend and maintain 5,000 feet, reducing to 230 knots.”

Ok, so a further change of the MCP to reflect this with the new height of 5,000 feet

dialled and the new 230 knot speed.

Figure 227 - PFD, ND and MCP showing updated settings.

Figure 227 shows us the current situation nicely, the glideslope marker is now on the

PFD you can see it on the right of the artificial horizon. Looks like we are a little

high, and the ND supports that, about 500 feet over our track right now. That’s not a

problem, we’ll extend the speed brakes and get that down. Soon I expect ATC to ask

us to get established on the runway localiser.

The picture shows the aircraft flying in to Los Angeles, you can see downtown and

the speedbrakes are extended to slow the aircraft down and get us back on the descent

path.

Figure 228 - PFD approaching the glide slope.

As you can see in Figure 228 shows us getting back on the path nicely. At about

20NM DME we get the following instruction.

ATC: “Speedbird 283, descent and maintain 3,000 reduce speed to

220 knot.s”

You: “Descend and maintain 3,000 reduce to 220 knots.”

Ok, once again set the MCP and check that it’s set on the PFD. While doing so we

need to key in the new speed of 220 knots too and start that descent. As we reduce

you’ll notice that our flap settings on the PFD speed ribbon pass the current speed.

We are now able to start flap extension, the first flap extension will be flaps 1, so let’s

do that now.

Figure 229 - PFD, ND and upper EICAS on approach.

Figure 229 shows the approach further on, I’ve now extended flaps 1, and I’ve slowed

to 220 knots and continuing my descent, as you can see I’m now well on the vertical

path for the approach, and I hope you are too. If you find yourself going too fast or

getting above the vertical path use speedbrakes to adjust it.

At about16NM DME we get the following instruction.

ATC: “Speedbird 283, reduce speed to 180 knots, report localiser

established for 24 left.”

You: “Reducing to 180 knots, and will report localiser established for

24 left Speedbird 283”

Might be as well to pause here so I can explain what’s going it. It looks like they

want a further reduction now and want us to use our localiser. This is simply a matter

of arming the LOC on the MCP, once we do this LOC will become armed on the roll

mode of the autopilot on the PFD, I doubt it will stay armed for very long if at all, as

the localiser has been tuned for some time now and we can see the marker on the PFD

already so the aircraft should change roll mode to LOC and begin it’s lining up

process for the runway. Established means that the LOC marker at the bottom of the

PFD is exactly in the centre and we are well on track, at this point I’m going to put

down the undercarriage and while that is in transit we will call ATC and report that

we are established. We’re pretty much established already, so we’ll just make sure

everything goes smooth and then report to ATC we’re ready.

So the process, first MCP LOC button and check LOC is armed. Observe the PFD

and check it becomes the active mode. Set the new speed of 180 knots, and extend

flaps as per the green markers on the speed ribbon of the PFD.

Figure 230 - MCP with LOC set and new target speed.

Figure 230 shows the MCP just after LOC is armed, notice that the LNAV mode is

now inactive as LOC is now in control of the roll mode. This might not happen this

fast, but since we are on the track pretty much already for the runway LOC became

active right away. You might find in other landings that LNAV remains the active

mode while LOC is armed and visible on the PFD, once it becomes the active mode

LNAV will extinguish. I’ve also set the new 180 knot speed on the MCP as requested

by ATC.

Figure 231 - PFD with LOC established.

Figure 231 shows the PFD with the LOC mode active for the roll mode. For me it

became active instantly as I said earlier. The bottom there is the magenta marker for

the LOC, that should be moving towards the middle and now I’m pretty much

established on the localiser for 24 left at Los Angeles. On the left the flap indicators

are shown, I will extend flaps 5 when I reach 180 knots, a bit early but it’s ok.

Figure 232 - PFD levelling at 3,000 feet and established on LOC.

Figure 232 shows the aircraft now levelling off nicely at 3,000 feet. Some of that

speed will start to scrub off now and we can get a good deceleration to 180 knots and

start flap extension. The LOC is now right in the middle and we’re blow the glide

slope which you can see on the right with that magenta marker running up and down

the artificial horizon. I’ve also shown you that since we’re levelling off and VNAV

can’t continue it’s programmed descent because we’re set to level at 3,000 feet that

the mode for VNAV is now VNAV ALT, indicating it’s now holding our set altitude

in the MCP. Now we’re established we can report this and we’ll probably be given

clearance for the ILS approach to 24 left.

You: “Speedbird 283, established on the localiser for 24 lefts.”

ATC: “Speedbird 283, continue descent with the ILS for approach on

24 left, reduce speed to 160 knots till 4 DME.”

You: “Speedbird 283, descend with ILS for approach on 24 left,

reduce to 160 knots before 4 DME.”

Ok, well now we’re pretty much set for the landing so gear down at this point.

Figure 233 - PFD and upper EICAS showing gear in transit down and flap extension in transit.

Figure 233 shows the gear in transit down and the flaps moving, you’ll also notice

we’re on the glide slope now so let’s move quickly. Set the MCP to APP by pressing

the APP (approach mode) button. You’ll notice that when the MCP is in APP mode

the PFD will show GS as the pitch mode, this is the glide slope mode for the autopilot

pitch control, that will follow the ILS to 24 left for us. Also you’ll notice the speed

button will light, this is for us to set the approach speed for the landing, 160 knots for

now, but 147 knots for me after 4 DME. We also need to set our missed approach

altitude now to 2,000 feet, remember? That’s the height of the hold at RAFFS

intersection. You’ll notice that in GS mode the autopilot will take us through 2,000

feet, this is normal, in land mode (we’ll see in a moment) the autopilot will ignore the

MCP altitude setting and follow the ILS, it will use this altitude when climbing in the

event of a missed approach. Phew! You got all that? Ok, after setting things up our

instruments should look like this.

Figure 234 - Landing instruments.

Figure 234 shows the MCP and instrument panel after setup. The GS is active LOC is

active on the PFD and the aircraft is now slowing to 160 knots. I’ve also extended the

flaps to 10 which is now in transit and the gear is down and green. The MCP shows

the new 160 knot speed setting, the 249 course of the runway (which the LOC will set

automatically when it becomes active ), 2,000 feet as our missed approach altitude

and you’ll also see all three autopilots are now engaged. This is normal for a landing

as they are all used as a cross reference to ensure a safe approach. All we need to do

now is monitor for the 4 DME (remember, that’s the white in the top right of the PFD)

at LAX reduce the speed to 147 knots at that point and extend flaps fully.

At this point I’m also going to arm the speedbrakes for the landing and ding the cabin

crew for the landing. Remember how to do that? Just a flick on and off of the

seatbelts signs twice should give them their warning.

Figure 235 - Speedbrakes armed for landing.

Figure 235 shows the speedbrakes set for the landing for 24 left.

The reason we are asked to maintain 160 knots till we are closer is for aircraft

separation, this helps ATC maintain sensible separations between traffic and manage

the flows.

You get some lovely visuals as you continue the approach worth having a look at.

Keep monitoring and extending the flaps accordingly on your approach, you’ll notice

as we get closer the PFD mode will change from CMD to LAND3.

Figure 236 - PFD with the radio altimeter.

Figure 236 shows the PFD with the radio altimeter now displayed, you also will hear

the audio call for 25 hundred from the ground proximity warning system or GWPS.

Figure 237 - PFD with outer marker displayed.

Figure 237 shows the blue OM marker on the top right of the artificial horizon. This

is the Outer Marker indicator, so we’re now fairly close at 7.8NM, not long before

we’ll need to reduce to approach speed.

Figure 238 - PFD with LAND3 and ROLLOUT FLARE armed.

Figure 238 shows the PFD very shortly before touchdown. LAND3 is indicated

which is the category of the autopilot landing we are going to have. This will be a

fully automated landing, I toyed with the idea of a manual one but it would be too

hard to write up and it’s something you should practice and master yourselves. You’ll

also notice I have extended flaps to 20 early, I’ve done this to save time later on in the

transit from flaps 10 to 30, obviously flaps 20 to 30 will be a lot quicker. 6.0NM now

to the runway, you’ll also notice ROLLOUT and FLARE are the armed pitch and roll

modes. ROLLOUT will follow the runway track of 249 degrees after touchdown and

FLARE will engage just before landing to flare the nose (lift it a little) before we

settle on the runway to make it nice and soft. At this point I’ve set the speed to 149

and set flaps to 30. I know you think it’s a bit early, but remember the LAX beacon is

actually further down the airfield!

ATC: “Speedbird 283, cleared to land runway 24 left.”

You: “Cleared to land 24 left, Speedbird 283.”

Run through the landing checklist now!

Checklist Time!

LANDING CHECKLIST

SPEEDBRAKES ARM

LANDING GEAR DOWN AND GREEN

LANDING LIGHTS ON

CABIN REPORT RECEIVED

FLAPS 30 GREEN

Figure 239 - G/A the new thrust mode.

Ok here we go, ready to go, lovely views from up here. Figure 239 shows the new

thrust mode, G/A or Go Around, this is set in the case we need to abort the landing

and hit TO/GA (TakeOff and Go Around). The autopilot automatically selects this

mode on approach to a runway.

Figure 240 - Landing at Los Angeles International Airport.

Figure 240 shows the final setup for the panel as we approach, as we touch down set

the reverse thrust and keep that on till we reach 80 knots then turn it off, and let the

wheel brakes slow the aircraft down to about 30 knots then release them and we can

taxi off the runway.

So here we go! Good luck, only joking, I’m sure you won’t need it now!

Thought I’d include a shot of my landing for you.

As you get close you’ll notice the PFD changes a little.

Figure 241 - PFD with the landing runway markers shown and yellow radio altimeter.

Figure 241 shows the green runway threshold marker on the artificial horizon, as you

can see I’m right on it, and the radio altimeter reading 68 feet as I get low to the

runway.

You hear “minimums” called out, that’s where you as Captain decide if the landing is

a go or not. As captain you could call “land” to land and “abort” to abort. I am happy

with my approach, I hope you are too! So I am calling land.

With that called we are committed to landing the aircraft now.

Figure 242 – PFD shows FLARE and IDLE as active modes.

Figure 242 shows the PFD shortly before the wheels touch the ground, you’ll notice

that FLARE is armed and that the autothrottle has set the throttles to IDLE. This is to

let the aircraft glide down gently to the runway and land with the nose up so the main

gear comes to rest first. Notice that these modes have only just become active and

that we’re only 12 feet off the ground at this point. Also notice that the glide slope is

now inactive and off the scale. These only run to the runway threshold and are

ignored beyond it.

Figure 243 - PFD shows ROLLOUT as active mode.

Figure 243 shows the PFD after landing has taken place, the FD has disappeared and

ROLLOUT is now the armed roll mode, this will keep us on runway heading as we

begin to slow down. The picture below shows the aircraft at this point.

After we come into contact with the runway, the speedbrakes will automatically

deploy and we must apply the reverse thrust manually. The picture below shows this

on my landing.

Figure 244 shows the automatically deployed speedbrakes as the wheels rest on the

runway.

Figure 244 - Speedbrakes automatically deploy.

Figure 245 - PFD, ND and upper EICAS on the landing roll.

Figure 245 shows the instruments as the deceleration begins on the runway, as we can

see it’s fairly rapid and ROLLOUT is now the active mode. Notice the REV on the

upper EICAS display for the engines, indicating the reverse thrust activated on the

engines.

Also notice that the VREF speed is now not present and NO SPD is set in yellow on

the PFD. We’ll continue this roll with reverse thrust till we reach 80 knots, then I will

cut the engines reverse thrust and set them to idle. I will allow the aircraft to slow

under autobrakes till I get to about 50 knots then I will call “manual braking” and take

over from there. I’m going to let her roll right to the runway end, on the way I can

configure some systems.

Figure 246 - MCP after landing roll is completed.

Figure 246 shows the MCP, the first system I am going to configure. Shortly after the

main roll is completed and the aircraft is under manual braking, I will disengage the

autopilot system by pulling the paddle down. I will get an audio warning, and at this

point I will also disengage the Flight Director. Both are indicated in this picture.

Figure 247 - Upper EICAS messages.

Figure 247 shows the instruments after the disengage, the yellow AUTOBRAKES

notice, informs me that the autobrakes are no longer armed and the aircraft is under

manual braking. Right now I am letting it roll and slow down, currently at 21 knots.

So it’s slowing well, at this point I will probably give her some thrust to keep the

speed up till I reach the runway end and I turn off.

Figure 248 - Retract flaps after landing roll completed.

On exiting the runway, I will check the spoilers are no longer deployed, they should

reset themselves but it’s worth checking and also the flaps need retraction. Figure

248 shows the flap retraction taking place and the picture below is a clean

configuration and nearly ready to taxi.

Upon leaving the runway there are a number of things that must be done, first the

lighting needs to be changed.

Figure 249 - Landing lights off for taxi.

Figure 249 shows the landing lights after the runway is vacated, the landing lights go

off and the strobes go off. The taxi light goes on.

Figure 250 - Transponder and Autobrakes after landing roll completed.

Figure 250 shows the settings for the transponder, this must be turned off after

vacation and we must report the runway vacated which we will do in one second. The

Autobrakes are now turned off, that will clear the amber message on the upper

EICAS.

4.10 Taxi to the Gate and Shutdown

Ok we’re on the last stages of the flight now, let’s report the runway vacated now to

the Tower so it can go about its business with the other aircraft.

You: “Runway 24 left vacated, Speedbird 283.”

ATC: “Roger Speedbird 283, contact ground on point niner.”

You: “Ground point niner, Speedbird 283.”

After changing the radios we’ll ask ground for their assistance.

You: “Speedbird 283, request taxi to the gate.”

ATC: “Speedbird 283, taxi to gate 121 via taxiway Echo 17, left on

Echo, right onto Quebec, left on Delta, right on Delta 10 then to the

gate.”

You: “Taxi to gate 121 via taxiway Echo 17, left on Echo, right onto

Quebec, left on Delta, right on Delta 10 to the gate, Speedbird 283.”

Ok now we have our taxi clearance we’ll get on with that, it sounds complicated but

really it’s not. Echo 17 is actually where I exited the runway, so we’ve already done

that part. That taxiway to the left of us is the Echo taxiway that runs to the gates. We

continue down this till we get to Quebec taxiway where we will turn a 90 degree

right, then after an immediate 90 degree left to Delta. Delta 10 is a link taxiway

between Delta and Echo, it also runs down between the gates on the pier. This is our

right 90 degree turn to the taxi way. Our gate is the second gate on the right.

Figure 252 (found here http://avn.faa.gov/d-tpp/0701/00237AD.PDF) shows the

airport diagram and I have highlighted in red and the taxiways to use, while drawing

some of the route. I hope that helps you with your taxi to the gate.

It’s also worth mentioning here than at Los Angeles due to noise laws aircraft in

reality would have to power down their engines before going to the stand on a tow.

However in the simulator we’ve not really got that option, but I thought it worth

mentioning so you get all the facts.

Figure 251 - Los Angeles International diagram for the taxi.

Ok, so let’s get on with this taxi, we also need to do some more preparation and start

the APU for ground services that we’ll need later, so let’s do that now, I trust you still

remember how? Make sure you monitor the start on the lower EICAS STAT page.

Figure 252 - APU started after landing.

Figure 252 shows the APU spooling up for use on the ground later, and now I think

with all that we’re ready for our after landing checklist!

Checklist Time!

AFTER LANDING CHECKLIST

LANDING LIGHTS OFF

STROBES OFF

WEATHER RADAR OFF

STABILISER 6 UNITS

SPEEDBRAKE DOWN

FLAPS UP

APU STARTED

TRANSPONDER OFF

On the taxi I also switch off the auto throttle, this is no longer required now.

Figure 253 - MCP with auto throttle disconnected.

Figure 253 shows the MCP and upper EICAS displays after I disconnect the Auto

throttle system. I get a warning message and audio warning sound, notice too that

now the APU is running. At this point I would reset the autopilot disengage lever to

its original position.

Figure 254 - MCP autopilot lever reset.

Ok, with all that complete I’ve now taxied safely to the gate and just parked up at the

stand and once there I can now begin to properly shut the aircraft down. First of all I

want to set the parking brake, I will do this and verify it is set with the upper EICAS.

Figure 255 - Upper EICAS and parking brake set.

Figure 255 shows the PARK BRAKE SET on the upper EICAS as well as the lever in

position. We’re now quite stable and it’s time to do the shutdown so we can let the

passengers move around and finish up here.

First I’d ask the First Officer if they are finished with the engines, they will then

conduct the shutdown procedures and start to power down the aircraft systems.

With the park brake set, I’ll turn the bleed valves for the engines to OFF and verify

that the valve lights are lit up. Figure 256 shows this setup here and the bleed systems

are now inactive on those engines.

Figure 256 - Bleed valves for engine 1 through 4 off and verified OFF with the amber warning.

Also check that the APU bleed air and L and R ISLN valves are open, which in my

case they already were. Also a quick look at the lower EICAS to verify everything is

as it should be.

Figure 257 - Lower EICAS with bleed valves closed.

Figure 257 shows the lower EICAS agrees with the upper panel and the valves are

indeed closed. You’ll also notice the amber warnings on the upper EICAS appear.

Figure 258 - Upper EICAS bleed air warnings.

The next stage is to set APU power, we’ll reach up and do that now.

Figure 259- APU power selected, engine generators off.

Figure 259 shows the APU is now providing electrical power for the aircraft and the

engine generators are now off. Again we can check the lower EICAS to confirm the

electrical system is operating as it’s configured, and as Figure 260 shows, it is with

the APU 1 and 2 providing power and the generators for 1 through 4 off.

Figure 260 - Lower EICAS ELEC page.

Now it’s time to turn off the engines, in order to do this we will need to throw the

CUTOFF switch for each engine in turn and monitor its shutdown. Typically call

“cutoff 1” and then once the engine begins to shutdown call “running down” then

continue to the next one. So let’s do that now, I shut down engine 4 first, and work

backwards in order.

Figure 261 - Engine 4 cutoff and then running down.

Figure 261 shows engine 4 set to CUTOFF and the EICAS displaying the ENG 4

SHUTDOWN message and the visible signs of the engine running down. Let’s

continue this till all 4 engines are shut down.

Figure 262 - Upper EICAS engine shutdown complete.

Figure 262 shows all the engines are now running down or shutdown, as they

eventually finish rotating, the values for N1, EGT, etc. will blank.

The next stage is to shut down the hydraulic systems, and we start with setting all 4

hydraulic demand pumps to OFF. Keep an eye on this panel, eventually SYS

FAULT, PRESS should light up for all 4 pumps. I usually wait till this is the case

before continuing.

Figure 263 - Hydraulic demand pumps all off.

Figure 263 shows all pumps off and the SYS FAULT and PRESS lights illuminated.

Again selecting the lower EICAS to the HYD page will confirm the pumps are off.

Figure 264 - EICAS lower HYD page.

Figure 264 once again shows the system is shutting down, if you look you might

notice the hydraulic pressure dropping, eventually it will level at 40. This is

obviously the system shutting down and quite normal.

The next stage is the fuel pumps, these all need turning to OFF.

Figure 265 - FUEL panel with all the pumps set to OFF.

Figure 265 shows the fuel panel and everything now set to OFF as it should be, again

notice the PRESS lights illuminated, they are informing you that the pump pressure is

low (because it’s off) but the tanks still contain fuel. Once again back to the EICAS

lower to check the fuel system status. Figure 266 shows the EICAS lower FUEL

page, and sure enough all the pumps are now shutdown.

Figure 266 - EICAS lower FUEL page.

I’ve left the X FEED valves as they are, as they reflect the current configuration of the

fuel system in terms of the quantities in the tanks.

Let’s configure the equipment cooling, this is important, and especially important

while we are here. If the outside air temperature (OAT) is about 22 degrees Celsius

or higher we’ll se the system to OVRD, if it’s less we’ll set it to NORM.

Figure 267 - Cooling and Air Conditioning.

Figure 267 shows that the OAT is in fact 16 degrees so NORM is selected for the

cooling, also I have shut down all the air conditioning systems. If I were going to

leave the aircraft powered for the next crew, I would leave these on. To keep the

aircraft cool, but since I’m going for a full shutdown now, I will turn it off.

Last but not least, the lighting system. We’re stationary so there is no need to taxi

lights, or the beacon. In fact the only lights now required are NAV and the wing and

tail lights. So let’s set up that panel.

Figure 268 - Lighting panel setup.

Figure 268 shows the lighting panel setup for the park, with that complete I think

we’re about done so, let’s run through the shutdown checklist!

Checklist Time!

SHUTDOWN CHECKLIST

PARK BRAKE SET

FUEL CONTROL SWITCHES CUTOFF

ELECTRICS APU

HYDRAULIC DEMAND PUMPS ALL OFF

FUEL PUMP SWITCHES ALL OFF

AFT CARGO HEAT OFF

TRANSPONDER STANDBY

ACARs COMPLETED

It’s a good feeling to finally get to the stand and be shutdown, now let’s secure

everything here and go and have a sit and coffee. The passengers can move about

now so let’s turn off the seatbelt signs.

A quick announcement to passengers is always a good thing while we secure at the

gate.

Ladies and gentleman, your Captain again. Apologies for that short

delay, we have arrived at Los Angeles International Airport, we are

actually ahead of schedule here at Los Angeles. The weather here

today is lovely with clear skies a light breeze and temperatures around

16 degrees Celsius. I’d like to thank my crew in the cabin and my 2

first officers with me on the flight deck, but above all thank you for

choosing British Airways. I hope your flight has been as comfortable

and enjoyable as possible and look forward to seeing you again.

Thank you.

Ok, with that done, it’s pretty much a case of going down to the door and seeing

everyone off the plane. The only thing we could now include is the complete

shutdown of the aircraft before it would be taken to a hanger. This would be done

after the aircraft is vacated, and really in a ramp situation. Normally we would end at

the aircraft secure for the next crew (without turning off the air conditioning of

course) and a ground crew would do the rest of the shutdown, but let’s get to it

anyway, so you know about it all.

First step is to turn off the emergency lights on the upper panel, to do this open the

switch cover and then select the switch to OFF.

Figure 269 - Emergency lights set to off.

Figure 269 shows the aircraft emergency lighting set to OFF, with the flap left open

for the next crew. On closing the flap you’ll automatically put the switch back to

ARMED.

Set the PACKS on the air conditioning system all to OFF, confirm with the lower

EICAS.

Figure 270 - PACKS all off and confirmed on the lower EICAS.

Figure 270 shows that the PACKs are now set to the OFF position, and the lower

EICAS shows this too. You’ll hear the fans stop running now the conditioning

system is not working anymore.

Turn off bleed air from the APU, and wait 60 seconds before continuing. The APU

should be allowed to run for 60 seconds without supplying bleed air in order to

lengthen its life.

Figure 271 - APU bleed set to OFF.

Figure 271 shows the EICAS just after APU bleed is selected to the OFF position.

The DUCT pressure you’ll notice is now 0 as there is no more pressure within the

pneumatic system provided by the APU or the engines.

After the 60 seconds have passed, set the APU to OFF and wait for the upper EICAS

to stop displaying APU RUNNING. You will notice there are a lot of EICAS

messages on the upper EICAS, use CANCEL to get back to the messages regarding

the APU.

Figure 272 - Upper EICAS after the APU has shut down.

Figure 272 shows the upper EICAS after the APU has been shutdown, again notice

the DUCT pressure is at 0, the EICAS also shows the PACKS OFF message.

Only two more things left to do now! Set the Standby power switch to OFF on the

upper electrical panel, and then open the battery switch cover and select that to OFF

and everything should go out!

Figure 273 - Electrical system and Battery OFF.

Figure 273 shows the cover open BATTERY OFF and the STANDBY POWER set to

OFF. The batter should be turned off after the power switch is set to OFF and not

before.

Right, well it’s a nice day in Los Angeles and you’re done bar the last checklist, just a

bit of paperwork to write up and then you can go to your nice hotel suite and have a

relaxing evening, till the flight back tomorrow. now a cold dark cockpit again! We’ve

done a complete cycle, just the shutdown checklist to come!

Checklist Time!

SECURE CHECKLIST

EMERGENCY EXIT LIGHTS OFF

PACKS OFF

APU OFF

STANDBY POWER SWITCH OFF

BATTERY SWITCH OFF

F/D ACCESS SWITCH OFF

5 Supplemental I hope you’ve enjoyed this tutorial and I hope it’s given you some insight into the

operations of the 744. This tutorial is not 100% accurate and I hope that with

opinions and comments I can improve it. Please feel free to e-mail me with your

comments and suggestions at [email protected], look forward to hearing from

you.

6 References It is important that the reader realises I did not create this whole document alone, a lot

useful information was required from the following sources.

PMDG Manual

PMDG Tutorials -

http://www.precisionmanuals.com/html/downloads/docs.htm

Helpful material

when writing:

ITVV DVDs – 747-400 Virgin Atlantic, 747-400 Cathay Pacific

- http://www.itvv.co.uk/

US Charts:

NACO - US Charts for KLAX- http://www.naco.faa.gov/

UK Charts:

N/A

Applications:

FSBuild 2.3 - http://www.fsbuild.com/

PMDG Queen of the Skies 747-400 -

http://www.precisionmanuals.com/Default.htm

PMDG Queen of the Skies 747-400 - British Airways Livery -

http://www.precisionmanuals.com/html/downloads/747.htm

Microsoft Flight Simulator 2004 -

http://www.microsoft.com/games/pc/flightsimulator.aspx

PMDG 747-400 Tutorial: EGLL to KLAX

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