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Post by peter on May 31, 2019 8:06:46 GMT -5
Hello Ret41,
you just need to click on "Release" on the FCDU. After a few seconds, dispatch will allow you to depart.
As for the reason why you had this weather hold: the airline may have one policy regarding maximum crosswind, but each individual airplane type also has a limitation (by law, so to speak). For a small plane that can be as low as 20 Kts. For airliners, it is typically in the 50 Kts range.
Cheers, Peter
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Post by ret41 on May 31, 2019 8:34:37 GMT -5
Hi Peter, thanks for the reply.
I sort of tried to press this button, but I was never given permission to fly. Okay, I think this will still meet.
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Post by peter on May 31, 2019 20:01:16 GMT -5
You don't get an immediate release, and sometimes you even have to try several times. FSCaptain simulates that the request to release the flight needs some discussion at the airline's main office, so it may take a little until the release is granted. In my experience, that's anywhere between 10 seconds and 2 minutes.
Cheers, Peter
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Post by ret41 on Jun 1, 2019 4:05:22 GMT -5
Yes, I have already figured out, after three requests it works exactly
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Post by ret41 on Jun 3, 2019 1:45:00 GMT -5
Halloo! In flight, my plane was depressurized cockpit. I did not declare "Emergency Landing", but simply dropped to 10,000 feet according to the recommendation of the FO and continued my flight to the airfield destination. What should I do right? Declare an emergency situation and make an emergency landing at the nearest airfield, or did I do everything right? Did I have to declare an emergency? FCDU_20190602_192840.log (98.41 KB)
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Post by Travis on Jun 4, 2019 11:48:58 GMT -5
Hi Ret41,
Sorry for my delay in responding - my PC needed a little more work over the weekend. (And there's more work in my upcoming weekend.) ----
To answer your questions - you did not need to declare an emergency as long as you could safely finish your flight. If there were a range of 10000+ ft mountains between you and your destination... you should divert to an easier landing airport.
And it's not just descending to below 10000 ft altitude -- you need to get your 'cabin altitude' below 10000 ft. (Here in the US, our FAA requires commercial airliners to keep cabin altitude values of below 8000 ft.) ----
Your newest log shows similar things happening from your first reported flight. Your actual altitude and your cabin altitude are mostly in sync before you take off, but the cabin altitude rises to over 14000 ft (which is on the borderline of being extremely dangerous) and then the two altitudes become bizarre as you are descending - even after you land, the reported cabin altitude is higher than your actual altitude.
It still does not feel like a "depressurization" such as what would happen if a window breaks. When you landed (at an elevation of 639ft) your cabin pressure was at 6950ft altitude. When you went IN a few minutes later, the cabin pressure had increased to 4050ft altitude. So your pressurization is working... but it's not behaving properly ----
I do not have any experience with that PMDG aircraft, so I can not explain why your aircraft is reporting these cabin altitude values, so I will offer a suggestion that should disable the checking in FSCaptain.
Before your next flight, open your Administrator and go to the Aircraft Characteristics tab. There, open your FSCaptain\Aircraft\Overrides\ file which governs the aircraft you will use.
As an example, your last flight was governed by "\FSCaptain\Aircraft\Overrides\PMDG 737-800NGX WL.cfg".
There, in the lower right-side corner, please check the "Pressurization" option in the "INOP Aircraft System Signals". Then save your changes and go make your flight.
If all works as it should, we should not monitor your cabin altitude, and you should be able to have a normal flight. (But please let me know if that does not happen, and I will fix that!) ----
In your latest flight, were you able to check the cabin altitude value from one of your aircraft's gauges? Do you know if your aircraft has its own "cabin altitude warning system" - either a horn or a warning light??
If you can check your aircraft's cabin altitude from a dial or digital readout in your cockpit, can you compare its value from the one in the FCDU's SYSTEMs screens?
With regards,
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Post by ret41 on Jun 4, 2019 16:29:06 GMT -5
Hi Ret41, Sorry for my delay in responding - my PC needed a little more work over the weekend. (And there's more work in my upcoming weekend.) ---- .......... With regards, Thanks for the answer, it's okay that with a delay, as they say - "Better late than never." I will not mark the option yet, tick the option "" Pressurization "in the" Signals of the INOP aircraft system ". The next time when I have such a failure, I will carefully look at the panel "CABIN ALTITUDE". Because I had an alarm triggering until I pressed the "ALT HORN CUTOUT switch". In the last normal flight, I paid attention to this device, and at a height of 35,000 feet, the pressure difference in the cabin was about 8 psi, and this is the correct reading. In general, I will check carefully.
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Post by peter on Jun 4, 2019 17:59:27 GMT -5
I think the attention to cabin pressurization is one of the best features of FSCaptain - certainly not the most sophisticated, but one that definitely keeps me from making silly mistakes on my flights. It sound like it works now well for you. It might be worthwhile reading the PMDG description if the pressurization system in their extensive manuals.
Best, Peter
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Post by ret41 on Jun 5, 2019 0:59:51 GMT -5
I think the attention to cabin pressurization is one of the best features of FSCaptain - certainly not the most sophisticated, but one that definitely keeps me from making silly mistakes on my flights. It sound like it works now well for you. It might be worthwhile reading the PMDG description if the pressurization system in their extensive manuals. Best, Peter Here is the log file of my last flight, and also strange: it's from the log after landing "FCDU.GAU :: 23:37:16 ##! Flight Event: ON. Std Time: 03: 58Z. Local Hour: 6. Local Minutes: 58. Block Minutes: 301. Lat: 37.886815. Long: 40.203424. Magvar : 5,000. Plane Altitude: 2260. (Indicated: 2260.) AGL: 9. FCDU.GAU :: 23:37:16 ##! Aircraft Data: IAS: 144. TAS: 152. GS: 151. VS: -94. Pitch: -1.262788. Bank: 0.000000. C / G: 24.85%. MaxG: 21640. MinG: 777. A / C Weight: 138390.000000. (Xtra Weight: 0.) Fuel remaining: 14690. Fuel flow (current): 10976. Heading: 335, CabinPressure: 1050, CabinTemp: 21. Landing Gear: 1. Exhaust cutoff: 693. Altimeter: 29.854900. " it's from the log after the doors open FCDU.GAU :: 23:43:15 ##! Flight Event: IN at LTCC. Year: 2017. DOY: 156. SV: 10. WS: 10. Std Time: 04: 04Z. Local Hour: 7. Local Minutes: 4. Block Minutes: 307. Lat: 37.903468. Long: 40.192609. Magvar: 5,000. Plane Altitude: 2259. (Indicated: 2259.) AGL: 8. FCDU.GAU :: 23:43:15 ##! Aircraft Data: IAS: 7. TAS: 8. GS: 0. VS: 0. Pitch: 0.574996. Bank: 0.000000. C / G: 24.81%. MaxG: 21640. MinG: 777. A / C Weight: 138139.000000. (Xtra Weight: 0.) Fuel remaining: 14439. Fuel flow (current): 1608. Heading: 245, CabinPressure: 2300, CabinTemp: 21. Landing Gear: 1. Exhaust cutoff: 693. Altimeter: 29.854900. FCDU.GAU :: 23:43:15 ##! WX Data: Wind: 255 at 8. Sea Level Pressure: 29.854746. Temp: 25. TAT: 25. HW: 7.878462. XW: 1.389185. Reported Visibility: 110880. Turb: 1. (max: 3 duration: 10). The cabin pressure after landing was 1050, and after opening the doors was 2300 (this is at the height of the airfield of 2260-2259 feet), although everything is probably correct, the pressure leveled with the environment after opening the doors, I did not set the height of the airfield at the overhead (I need to prepare better) . "Damn," how exactly and awesome does the FSCaptain height work, and much more. I will wait again for the depressurization (something that often happens with me) of the cockpit and I will take a screenshot of this matter on the flight altitude. I do not understand what it means in this flight Altimeter: 29.854900., Where does the value come from? I have a FLT ALT 35000 set up on my overhead. I guessed, is the pressure on the altimeter, just a lot of decimal places? FCDU_20190604_211912.log (121.01 KB)
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Post by peter on Jun 5, 2019 7:52:48 GMT -5
Hi Ret41,
"CabinPressure: 1050" during touch down sounds good if that's in millibar. The pressure inside an airplane does not have to be exactly the same as the outside pressure, and some aircraft manufacturers even recommend a slightly higher pressure in the plane, probably so that in the event of a fire the flames would not get sucked in. However, large pressure differences could make it impossible to open doors, or compromise the stability of the airframe during touchdown.
"CabinPressure: 2300" sounds odd. However, this is only a log file, which was mainly intended as a tool for spotting problems in FSCaptain. This could simply be a value that is wrongly displayed in the log file and has no other consequences, or it may be a code in P3D that indicates that the doors are open. Dutch and Travis may know more about this, but you did not receive any penalties that are related to this value.
Pressurization and altimeter are two different things. Altimeter is connected to a gauge that measures the air pressure outside the airplane, which can be used to determine the altitude of the plane. At high altitudes it doesn't matter much whether you (and all other airplanes near you) are 100 m higher or lower than what is indicated on your instruments, that's why the altimeter is set to standard pressure at transition altitude. At low altitudes, these 100 m can be the difference between landing safely and crushing into the ground. Hence, the altimeter is set to local pressure, so that it can accurately measure the plane's current altitude.
"Altimeter: 29.854900" sounds good, that would be a reasonable value in inches of mercury. Don't pay attention to the additional digits behind the dot, that is a negligible difference created by converting between inches of mercury and kilo Pascal.
Pressurizing an aircraft means that the inside air pressure is higher than the outside air pressure. This is necessary because above 12000' / 4km the air density is so low that people may black out. The hull of a plane must be constructed properly so that it can be pressurized, and the engines must be equipped with powerful pumps to create that pressure difference. The difference is rather big, around one 100000 Pascal. That's the same pressure as generated by 10 m of water. If you do not de-pressurize your airplane before landing, the hull needs to withstand that powerful force while also having to absorb the deformation during touchdown. The combination of both forces may destroy the hull.
I have not flown the PMDG 737 in many years (I did not re-purchase it after I switched from FSX to P3D), so I am not familiar with the details of its pressurization system anymore. It could be a fully automatic system, or it may require that you set the cruise altitude before departing and the landing altitude before commencing descent. It could also be landing altitude -500' to generate a slightly higher pressure in the plane. You may find the details in the PMDG manual.
Cheers, Peter
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Post by alaskanflyboy on Jun 5, 2019 13:58:39 GMT -5
Pressurizing an aircraft means that the inside air pressure is higher than the outside air pressure. This is necessary because above 12000' / 4km the air density is so low that people may black out. The hull of a plane must be constructed properly so that it can be pressurized, and the engines must be equipped with powerful pumps to create that pressure difference. The difference is rather big, around one 100000 Pascal. That's the same pressure as generated by 10 m of water. If you do not de-pressurize your airplane before landing, the hull needs to withstand that powerful force while also having to absorb the deformation during touchdown. The combination of both forces may destroy the hull. Aircraft pressurization isn't all that high really. 8000 feet cabin pressure is around 10 PSIA inside the aircraft while at around 35000 feet the outside pressure is around two, for a pressure differential of 8 PSI or (55158.1 pascals). This is the force the aircraft structure has to withstand. As altitude decreases, the pressure differential gradually reduces to 0 on landing. Keep in mind that standard sea-level pressure (29.92 in. Hg.) is roughly 14.7 PSIA. The pressurized air is supplied in most turbines by bleed air supplied by the engine's compressor section. Because gases heat up as they're compressed, bleed air can be as hot as 700°C before it even sees the combustion chamber. Thus it's run trough an air cycle machine that cools it to below freezing through depressurization, then a small amount of hot bleed air is mixed to whatever temperature is selected in the cockpit. The ACM also conditions the air. This is pumped into the cabin for pressurization. Outflow valves control the rate the air leaks out of the cabin to control the pressure. In theory, if the valves stuck closed, the cabin would keep filling with air like a balloon until it popped. To prevent this, there are blowout plugs that will depressurize the cabin if the pressure differential rises too high. They're set at a higher level than the pressurization controller can command so that pilots can't inadvertently blow the plugs. Piston and some smaller turboprops run small air compressors off the engine's accessory drive to supply pressure. The ultimate name of the game is pressure differential, as that is what causes the stress. If the cabin pressure is at 8000 feet and the aircraft is flying at 8000 feet, the pressure differential is 0. The actual pressures involved are not too extreme. I have not flown the PMDG 737 in many years (I did not re-purchase it after I switched from FSX to P3D), so I am not familiar with the details of its pressurization system anymore. It could be a fully automatic system, or it may require that you set the cruise altitude before departing and the landing altitude before commencing descent. It could also be landing altitude -500' to generate a slightly higher pressure in the plane. You may find the details in the PMDG manual. Depending on set up in the config, it can be either automatic or manual. If automatic, it will get your cruising altitude from the PERF INIT page and airport field elevation from an internal database when you select a destination on the RTE page. If manual, cruising altitude and landing altitude should be ideally set before departure and only changed as required (e.g. after a crew-requested or ATC-directed change in altitude enroute, or diverting to a different airfield).
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Post by ret41 on Jun 6, 2019 0:59:59 GMT -5
Thanks guys for the extended answers! The PMDG manuals is very extensive, do not re-read
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Post by alaskanflyboy on Jun 6, 2019 1:20:26 GMT -5
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Post by ret41 on Jun 6, 2019 8:54:28 GMT -5
Oh, thanks, I have to learn, although I already read the PMDG manuals already, but everything is rather brief on this topic. I will now wait in flight for the next alarm about depressurization, now I'm probably prepared for an emergency situation
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Post by alaskanflyboy on Jun 6, 2019 12:15:10 GMT -5
If you have the time and US$80 for it, the producer of the youtube videos offers realistic training (ground school and flight school) for the PMDG 737NGX. I've never had the money and the time concurrently myself, but his blog actually is how I discovered FS Captain. www.flyaoamedia.com/pmdg-737-ngx-training/In reading your pressurization issue again, I wonder if you're setting the packs on auto before takeoff and have engine 1 and 2 bleeds on (unless you're performing a no-bleeds takeoff, which you would turn them on after about 4000 feet AGL). Both the engine bleeds need to be on (and showing duct pressure) and the packs on for pressurization to happen. The altitude warning horn triggers when cabin altitude exceeds 10,000 feet. At a 14,000-foot cabin altitude, the real 737 auto-deploys the passenger oxygen masks which really makes your maintenance technicians happy when it was a self-inflicted emergency.
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