Boeing 777-200 Tutorial/KSFO-KLAX: Difference between revisions

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'''Note headings work in 360 degrees ...0/360 is always north'''  
'''Note headings work in 360 degrees ...0/360 is always north'''  
'''90 east.. 180 South...   and 270 west'''
'''90 east 180 South  and 270 west'''
'''so adding 180 degrees to your salinas heading'''  
'''so adding 180 degrees to your salinas heading'''  
'''which sould be 140 will give a RADIAL of 320 no matter wheather you add or'''  
'''which sould be 140 will give a RADIAL of 320 no matter wheather you add or'''  
'''subtract ...in the radio comms dialog enter the heading plus or minus 180'''  
'''subtract , in the Radio Comms dialog enter the heading plus or minus 180'''  
'''deg. for your RADIAL'''
'''deg. for your RADIAL'''


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===Autopilot Basics===
===Autopilot Basics===
Once you are on your desired course , turn the inner part of the HDG dial to that
Head out and get onto , your desired course , turn the inner part of the HDG dial to that
course , the outer part of the dial sets the maximum bank angle and is not vital to use at this stage... Once you have set the dial to your desired course click the heading button
course , the outer part of the dial sets the maximum bank angle and is not vital to use at this stage. Once you have set the dial to your desired course click the heading button
it should lite up yellow indicating that it is now engaged . This will steer the plane
it should lite up yellow indicating that it is now engaged . This will steer the plane
but will not maintain hight or speed .Do not engage autothrottle ...rather when you have levelled
but will not maintain hight or speed .Do not engage autothrottle ! Rather , when you have levelled
out a bit click the VS button (this will maintain your current rate of climb and decent)
out a bit click the VS button (this will maintain your current rate of climb and decent)
so as soon as you click VS immediatly set the VS dial to zero and then experiment with positive
so as soon as you click VS immediatly set the VS dial to zero and then experiment with positive
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to scrable to set it to zero when you click it , and if you try to use VS make sure you are flying reasonably level , it has caught me a few times  , you can change your heading and climb /decent rate while the buttons are engaged which is an ablity that makes it possible to tweak your flight . At this stage it is preferable to operate the throttle manually although
to scrable to set it to zero when you click it , and if you try to use VS make sure you are flying reasonably level , it has caught me a few times  , you can change your heading and climb /decent rate while the buttons are engaged which is an ablity that makes it possible to tweak your flight . At this stage it is preferable to operate the throttle manually although
you can experiment whith the SPD controlls remember that using VS (vertical speed) will require
you can experiment whith the SPD controlls remember that using VS (vertical speed) will require
you to watch the throttle setting and airspeed VERY CAREFULLY...! Again VS does not set the throttle so using the VS feature will require you to add or subtract throttle as required
you to watch the throttle setting and airspeed '''VERY CAREFULLY!''' Again VS does not set the throttle so using the VS feature will require you to add or subtract throttle as required
to maintain the desired airspeed !
to maintain the desired airspeed !


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Assuming you are in the air and at above 3000ft get the 777 roughly on course and to cruise speed
Assuming you are in the air and at above 3000ft get the 777 roughly on course and to cruise speed
,now set the heading dial on the Autopilot to your heading (the inside part of the dial) of say 150
,now set the heading dial on the Autopilot to your heading (the inside part of the dial) of say 150
and press the hold key (it should light or yellow) now set the altitude to 19500ft using the altitude dial and press alt button ,you can change the settings while you have these functions engaged so instead of de-activating them to make ajustments you simply set the desired course and altitude while they are engaged ...note please read the flightgear Autopilot wiki carefully
and press the hold key (it should light or yellow) now set the altitude to 19500ft using the altitude dial and press alt button ,you can change the settings while you have these functions engaged so instead of de-activating them to make ajustments you simply set the desired course and altitude while they are engaged . '''Note please read the flightgear Autopilot wiki carefully
to more fully understand the Auto pilot ,there are many things you need to know.
to more fully understand the Auto pilot''' There are many things you need to know.


==Salinas nav1 117.3==
==Salinas nav1 117.3==


Pick a runway at KSFO (San Francisco intnl.) ...such as 28 R .get off the ground and turn on heading of 150 degrees ...now set nav1 to Salinas(117.3) DME about 65 naughts away and steer the 777 toward the needle ( if the needle deviates from the 12'o clock position ) you steer toward or into the needle ,it will begin to move back toward 12'0 clock ...doing this frequently is called bird dogging (or bracketing) and should be avoided
Pick a runway at KSFO (San Francisco intnl.) use 28 R (right) . Get off the ground and turn on heading of 150 degrees .Now set nav1 to Salinas(117.3) DME about 65 naughts away and steer the 777 toward the needle ( if the needle deviates from the 12'o clock position ) you steer toward or into the needle ,it will begin to move back toward 12'0 clock . Doing this frequently is called bird dogging (or bracketing) and should be avoided.
...
 


==Paso Robales 114.3==
==Paso Robales 114.3==


Oki-doki...set nav 2 (be sure to switch both nav toggle switches on on the panel and set nav 2 to 114.3 ...when you are approx 20 -30 dme away from salinas steer onto the nav 2 needle to 12'o clock ie pointing straight ahead and set nav 1 to our next beacon ...make sure you remember which needle is for nav1 and which is for nav 2 ...nav two is the "skinny one" :)
Lets now set Nav 2 (be sure to switch both nav toggle switches on on the panel and set nav 2 to 114.3 ...when you are approx 20 -30 dme away from salinas steer onto the nav 2 needle to 12'o clock ie pointing straight ahead and set nav 1 to our next beacon ...make sure you remember which needle is for nav1 and which is for nav 2 , Nav Two is the   " Double Bladed One "


==San Marcus 114.9==
==San Marcus 114.9==
[[Image:Ox.jpg|thumb|200px|This shows the san Marcus and Oxnard VOR sites]]
[[Image:Ox.jpg|thumb|200px|This shows the san Marcus and Oxnard VOR sites]]


Using the same strategy to avoid to much bird dogging ((chasing the needle)
Using the same strategy to avoid to much bird dogging ((chasing the needle),
turn onto the nav1 needle 20 DME from paso robales and maintain your chosen flight level ...do not exceed 25 000 ft (you're a beginner /Flight Level 250 )
Turn onto the nav1 needle '''20 DME''' from '''Paso Robales''' and maintain your chosen flight level .do not exceed 25 000 ft (you're a beginner /Flight Level 250 )
...once on route to San Marcus immediatly switch nav 2 to Oxnard and use the same procedure
,once on route to San Marcus immediatly switch nav 2 to Oxnard and use the same procedure.


==Santa Monica 110.8  Coming Down ==
==Santa Monica 110.8  Coming Down ==
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Now do a visual check ..as you come into the bay area over the water
Now do a visual check , as you come into the bay area over the water
Klax is close stay 4-5 DME out to sea ..and descend to 2500 ft
Klax is close stay 4-5 DME out to sea , and descend to 2500 ft
[http://vaeronix.000space.com/6L.html '''The Runway Localiser(ILS)... and Inner and Outer marker Information''']  
[http://vaeronix.000space.com/6L.html '''The Runway Localiser(ILS)... and Inner and Outer marker Information''']  
=Your first all instrument approach to KLAX=
=Your first all instrument approach to KLAX=
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(ie pointing left ) now turn the aircraft into the needle so it point forward or upright again... you should be on a heading of approx. 69 degrees magnetic degrees  
(ie pointing left ) now turn the aircraft into the needle so it point forward or upright again... you should be on a heading of approx. 69 degrees magnetic degrees  
you need to be on this heading as it is the EXACT direction of the runway
you need to be on this heading as it is the EXACT direction of the runway
(069 in the heading bug )... to make sure you can land you should plot a position PAST the oxnard vor...out into the bay area and then at the right moment turn left onto the runway heading of 69 degrees , this is called your
(069 in the heading bug )... to make sure you can land you should plot a position PAST the oxnard vor , out into the bay area and then at the right moment turn left onto the runway heading of 69 degrees , this is called your
Final Approach Fix (FAF) do this using a chart if you intend trying this in anything other than perfect visual conditions.
Final Approach Fix (FAF) do this using a chart if you intend trying this in anything other than perfect visual conditions.


To land correctly you should use a chart to plot a '''series of WAYPOINTS'''...these are
To land correctly you should use a chart to plot a '''series of WAYPOINTS'''...these are
markers on the map ...that are created , by you ...or others to designate course
markers on the map ...that are created , by you , or others to designate course
arrival points , using a GPS systenm and charts ...or using radial "crosschecks" to  
arrival points , using a GPS systenm and charts , or using radial "crosschecks" to  
'''FIX''' a point in space that  you should fly AT ...The last of these is the exact point at which the 777 should be on 69 degrees magnetic (ie you compass heading) ...Note true headings
'''FIX''' a point in space that  you should fly AT . The last of these is the exact point at which the 777 should be on 69 degrees magnetic (ie you compass heading) Magnetic  headings also , vary  an Isogonic Variation Chart  must also be plotted if flying only by compass...
...as in those plotted with ideal or non magnetic headings also...differ not only in proportion or var ...an Isogonic Variation Chart  must also be plotted if flying only by compass...(ps pilots  really use pre-planned routes...and GPS systems ..navigation is changing with technology...but using radio systems and ,vor beacons and the like to navigate is required knolledge for the real 777 Jockey though ...)
 
Pilots pre-planned routes and GPS systems Navigation is changing with technology but using radio systems and ,vor beacons and the like to navigate is required knolledge for the real 777 Jockey though .  


Át the bottom of the left flightscreen (primus 1000 efis) there are white markers and another white indicator will appear , if this indicator is in the centre of the marks , there are two sets ...one for heading into runway and
Át the bottom of the left flightscreen (primus 1000 efis) there are white markers and another white indicator will appear , if this indicator is in the centre of the marks , there are two sets , one for heading into runway and
the other(verical white ticks on the right of the left screen) for pitch or "glideslope" these scales and thier markers should always be "Dead Center" if they are you are bang on line for your runway...this only happens if you are in the radio '''CONE''' between 3 and 10 degrees
the other(verical white ticks on the right of the left screen) for pitch or "glideslope" these scales and thier markers should always be "Dead Center" if they are you are bang on line for your runway , this only happens if you are in the radio '''CONE''' between 3 and 10 degrees
of your heading and glide slope information only occurs at '''UNDER 2500 ft'''
of your heading and glide slope information only occurs at '''UNDER 2500 ft'''
practise makes perfect  .
practise makes perfect  .
In real life an IFR (Instrument Flight Rules) landing will require two charts (amongst others SIDS , TAC , RUNWAY , SECTIONAL , EN ROUTE , and NOTAMS Notices to Airman) that the pilot must obtain ... the first is for a Standard Arrival Route (STAR chart) and the second for the specific runway approach information called an "Approach Plate" which contains specific information for each runway .  
In real life an IFR (Instrument Flight Rules) landing will require two charts (amongst others SIDS , TAC , RUNWAY , SECTIONAL , EN ROUTE , and NOTAMS Notices to Airman) that the pilot must obtain . The first is for a Standard Arrival Route (STAR chart) and the second for the specific runway approach information called an "Approach Plate" which contains specific information for each runway .  
 
NEVER do an instrument approach with the nose of the 777 pointing down more than 3-5 degrees or you may crash ! Your decent and heading into any runway must be carefully planned ! The weather ALWAYS PLAYS A CRUCIAL ROLE !
 
Head for Runway 6 Left and land as usual .
Remember ! Runway Numbers are reciprocal , 180 degrees , so runways are marked with thier Approximate
Headings , typically numbered as such , the zero's in brackets serve as illustration only
 
1-19(0)
 
2-20(0)
 
3-21(0)
 
4-22(0) 


NEVER do an instrument approach with the nose of the 777 pointing down more than 3-5 degrees ..you will crash ! Your decent and heading into any runway must be carefully planned ! The weather ALWAYS PLAYS A CRUCIAL ROLE ....
  L(eft) or R(ight)


Head for Runway 6 Right and land as usual...Remember ..runway numbers are reciprocal , 180 degrees , so runways are marked with thier Approximate
  In the case of Two Parallel Runways. KLAX has 4 ...long , almost parallel , Runways...marked 6 - 24 L/R and 7-25L/R
Headings , typically numberd as such , the zero's in brackets serve as illustration only ...1-19(0) 2-20(0) 3-21(0) 4-22(0) and L(eft) or R(ight)... in the case of Two Parallel Runways. KLAX has 4 ...long , almost parallel , Runways...marked 6 - 24 L/R and 7-25L/R
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