There should be no ON indicators illuminated for any of the 16 fuel pumps. Nacelle anti-ice distributes air from the engines back onto the engine casing to slow formation of ice. Wing anti-ice distributes engine bleed air to the front of the wings.
Nacelle anti-ice should only be enabled after the engines are started. Wing anti-ice should only be enabled after takeoff. Window heat will keep ice and condensation from forming on flight deck windows. Wipers and washers should be used only during taxi and flight and only when the windows are wet in the PMDG, animated wipers are displayed in the virtual cockpit only. Yaw dampers automatically provide rudder and flight control input to aid the pilot and autopilot in maintaining smooth directional control.
They help keep turns smooth and the passenger vomit off the apholstery. They should always be enabled during flight. INOP is also displayed as the yaw dampers rely on hydraulic pressure to operate.
It'll take several seconds for the APU to start. The Auxiliary Power Unit is a fuel powered engine located in the tail section of the aircraft. It provides hydraulic and pneumatic pressure and electrical power to the aircraft. In short, it provides most everything the aircraft needs to function except for the main engines. Seeing as the passengers are beginning to board now, it's a good idea to now start the APU so the air conditioning and recirculation system can begin to work.
The aircraft is now being powered by the onboard APU. If external power is not available at your airport, you can still perform all of the preflight operations with the APU started.
We'll now set up the air conditioning and comfort systems. These controls are found at the right side of the OVHD panel. If you or the pax get too hot or cold, you can adjust the temperature Colder or Warmer. Trim air is hot air that is pulled from the engines. It is mixed with the air in the airplane to control temperature. This turns on fans that circulate air throughout the fusilage. If you're carrying sensitive cargo vegetables, animals, etc.
You should not enable it until the cargo hold doors have been closed. The gasper provides pressurized air to the passenger seat comfort units in the overhead consoles - you know, the adjustable control knob you can never adjust to blow just the right amount of air in the right direction. All systems should be configured as shown in this picture:. Setting them to NORM allows the pneumatic system to control the flow of air for all three air packs.
Bleed air is air that is diverted from the engines and used to power the pneumatic system. We want to use bleed air from the APU at this time to pressurize the pneumatic system. This bleed air will soon be used to start the engines. Open the FMC. This is where you would typically program your full flight plan waypoints.
We will be using a previously configured flight plan for this flight. If you are comfortable programming your own, you may, though the rest of this tutorial uses specific waypoints and references from the supplied flight plan. Press and hold CLR to clear any messages that might be displayed in the scratchpad. KBD will be displayed.
You can now use your keyboard to type information into the scratchpad. Be sure to press the black KBD bar again when you're done. Departure and arrival airport, as well as all intermediate waypoints will be loaded into the FMC.
This will activate your flightplan and pass the relevant information to the flight control computer. Enter into the scratchpad and press LSK 1R. This sets our cruise altitude to 15, feet. In the PMDG, these can be automatically estimated for you.
Press LSK 1L. This automatically enters the estimates for your weight parameters. Enter 10 into the scratchpad and press LSK 4L. If your fuel goes below this, you'll receive a low fuel warning. Enter into the scratchpad and press LSK 5L. Cost index uses a formula to determine how efficient you want your flight to be in regards to fuel and time usage.
This number is determined by the carrier, but is a nice number that will get us there relatively quickly. The default settings will work fine. Flaps 20 is the standard flaps setting for takeoffs in the You can also use flaps 10, but it will take longer for you to get airborne.
These are speeds used to determine if and when you takeoff from the runway. You should now see the main cockpit. By this time, the IRS should be properly aligned and the ND Navigation Display should be displaying your current heading, position, and flight plan legs. When the autopilot is on, the Flight Director is what controls where your plane goes.
You can adjust the autopilot indicator numbers by right or left clicking around the edges of the appropriate knob. Immediately after takeoff, you will use aircraft pitch to maintain this speed. LNAV will control the lateral movement of the aircraft i. At this time we are only arming these autopilot functions. They will not actually control the aircraft until the autopilot is engages after we are airborne. Set ALT to You would typically set this to your initial cleared altitude as given by ATC.
This will ensure that fuel will not flow to the engines. Adjust the white area so that it coincides with the trim setting desired. My FMC reported a trim setting of 5.
Open the Communications panel by clicking COM in the panel switcher. This displays the center console and radio stack. This will initiate full braking if something goes wrong during your takeoff roll and you reject decide to end the takeoff.
Wait a few seconds for the Traffic Collision Avoidance System test to complete. Because we will be taking off and climbing soon, this will filter traffic conflicts to those that are predominantly above your aircraft. Due to FAA regulations, the cockpit door must be locked and secured while the aircraft is in operation.
This will display any traffic that may pose a collision threat to your aircraft on the ND map page. If you set fuel correctly, you should have fuel in tanks 1, 2, 3, and 4. The center tanks and horizontal stabilizer tanks should be empty. We're now fully configured to begin our pushback and engine start. The passengers are on board and you've just been given your clearance. As things start to happen very quickly from here on out, don't be afraid to pause your sim between steps.
Close all doors. Right click on the RST button on the pushback guage to initialize the pushback system. DISTance is the number of meters? After the pushback, the ground crews can also turn your aircraft up to 90 DEGrees either direction. L or R Left or Right indicates the direction your nose will be turned.
This indicates to the ground crew that you will be starting the engines and moving the aircraft. This will power the 4 hydraulic pump with electrical pressure during engine start. By doing so, the majority of the air from the APU and from other engines as they are started will be used to start the engines, rather than being distributed for other things passenger comfort, air conditioning, etc. Turn OFF autostart.
We will be starting the engines manually because it's just cooler that way. Turn ON continuous ignition. This will send a continual spark to the engines which will ignite the fuel when it is introduced. Ensure all throttles are at idle F1 key because the FAA and our passengers don't want us to spin circles when we start our outboard engine. You want to keep the EICAS ENG display open throughout the starting process so that we can monitor the engine performance and introduce the fuel at the correct time.
In order to properly start the engines, you must complete the following tasks within about 15 seconds, so it may be helpful to read this section entirely before continuing. Quickly open the throttle panel. Bleed air from the APU is being 'blown' across the engine and is beginning to turn the turbines.
All images contained in thismanual were used with permission. This product represents a State-Of-The-Art approach to desktop airlinersimulations for Microsoft Flight Simulator Building on three years of intensivedevelopment experience for Flight Simulator, PMDG is proud to bring you one ofthe most visually immersive and complex simulations available for the desktopairliner enthusiast. Since the release of PMDG The Next Generation in July of , PMDGproducts have gained worldwide recognition for our innovative use of new ideasto realistically portray the technology and challenge of commercial aviation.
PMDGs simulations are designed for use by those interested in learning aboutthe complexity of modern commercial airliners and their operation. The simulation you have purchased represents nearly 18 months of research,testing and development work involving many resources and experts fromaround the globe, including many of todays largest operators.
We are certain that you will enjoy our immersive new Virtual Cockpit technologyas well as the application of high level mathematical and scientific modelingpractices designed to bring you a realistic airplane from the flex of the wings tothe manner in which the simulation flies.
All of us at PMDG are grateful that you have purchased this product and westand committed to support you in your enjoyment of this software. If you findyourself in need of support, please email us or visit our customer support forumfor help. PMDG staff is available to assist customers through these two venues.
We receive many emails each month from individuals who wish to join our betateam. We are frequently told that our hiring minimums for the beta team arehigher than most airlines for their air crewmembers. We take great pride on thecohesion and dedication of our beta team members, and we place significantdemands on their time, their expertise and occasionally their patience.
And of course, the many fine folks from The Boeing Company and Alteon whohave helped make this project a wonderful example of desktop simulation. PMDG strives for completeness and innovation in our products. On occasion we will issue freeupdates to our software, and we strongly encourage all customers to download and install theseupdates as they ensure the trouble-free operation of your software and add functionality that wemay not have been able to offer in the initial release version of the product.
Note: Occasionally we may also update and expand this manual to cover additional topic areasor to add additional depth to existing aircraft functions. Visual and Flight model based on the most realistic data for the and actual experiences on flight decks. Simon Nghas provided many tireless hours of instruction, feedback and advice.
Without Simon and Kitaguchi-san, the could not have taken place. Also many thanks to. This manual serves as a reference for operating procedures and training maneuvers. The flightprofiles show the basic recommended configuration during flight.
The maneuvers should normallybe accomplished as illustrated. However, due to airport traffic, ATC distance separation. Use caution while taxiing - Pilots view reference point is approximately For proper engine and aircraft operations, the captain must view the EICAS as the engines andwings are notvisible from the flight deck.
Pilots rearward view is based on the captains eyereference point with degrees of travel. Opensky recommended setting is Flaps 10, or Flaps 20, weight dependent. See speed reference charts.
Speeds more than 30 knotsadded to long taxi distances would cause heat to collect in the tires. Recommended speed is 20knots.
0コメント