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    Posted: Nov-01-2015 at 8:20am
Hi All,
This the final excerpt from the forthcoming Tutorial Addendum.

How does all this information apply to the iFly 747-400?  The following screenshot shows an approach to LIRF RWY 16C:




The red square (added for emphasis) around the green donut on the ND indicates where the aircraft will reach the DECEL point for approach speed.  If the MCP SPD window remains closed at the decel point, the FMC will drive the CAB down to a speed which is into the amber band and just above the Red Bricks.  It is also below FLAP UP maneuver speed. 

The green speed reduction donut may appear on the ND before the first waypoint in the approach.  In that case, open the SPD window 1 NM prior to reaching the SPD reduction point.  If above the transition altitude, the FMC will set the SPD to the programmed descent speed.  Set SPD after that as required.  If the aircraft is below the transition altitude, the FMC will set 240KTS, or whatever speed restriction was entered by the crew or any CDU-specified waypoint speed restriction.  Then set SPD and FLAP as required. 

If the MCP Speed window is left closed, the airspeed will decay until the A/T commands a large application of thrust in order to keep airspeed protected.  Then the A/T will command airspeed to follow the Min Maneuver Band down as flaps are selected, until the airspeed to which the CAB points is reached.  If APP was armed the G/S will be intercepted and the SPD window will open on its own.  If the aircraft is left to descend in VNAV PTH with the SPD window closed, the CAB will finally go to VREF+ Wind Correction. 

The following screenshot shows the aircraft just prior to the decel position.  Note that crew pressed the SPEED BUTTON to open the SPD WINDOW, and the FMC set airspeed to 240KTS.  The vertical mode on the FMA changed from VNAV PTH to VNAV SPD:



The yellow circle (also added to the ND for emphasis) indicates where the FMC will enter On Approach mode.  Note the 2NM circle around MIKSO, the first approach waypoint which will sequence.  Remember, the FMC will enter On Approach mode 2NM prior to the first approach waypoint, and the CDU FIX function was used to draw the circle as a reminder to the crew. 

This screenshot show how the crew is managing SPD prior to reaching the On Approach mode position.  The SPD WINDOW is now set at 221KTS, which is the just below the PFD SPD TAPE FLAP UP speed.  It also anticipates the 215K FMC specified speed at MIKSO, the first waypoint on the approach. Note that although the FMA Mode is VNAV SPD, descent path deviation is still being displayed on the ND.



This screenshot depicts the situation just after the FMC enters On Approach mode, 2NM prior to MIKSO.  Look at the FMA.  The FMC has automatically changed “back” to VNAV PTH while the SPD WINDOW remains open.  The crew has set the SPD to 215KTS.  The FAF, F116C, is 4.9NM ahead.


Finally, this screenshot shows the crew has set 186KTS as the SPD prior to reaching F116C, the FAF.  The LOC is captured and the G/S is alive.  From this point on, what remains is to ARM APP, get the GEAR down, set VRef+Wind Correction and lower FLAP on schedule.  Set ALT as appropriate for the MISSED APPROACH.




The 747-400 is much more “hands on” than the newer Boeing transport category aircraft during the DESCENT and APPROACH phases of flight.  Users of the simulation should carefully note the interaction of FLAP application, airspeed and VNAV logic.  Some retraining will most likely be needed in order to fly the aircraft correctly.  The Tutorial flight description now incorporates these changes.


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