FraPre
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Hello, to display the waypoint after entering the flight plan, you have to go to the DTO page and select the first waypoint (does not have to be the manually created waypoint, just take the first waypoint) as the DTO. Before this is usually on the…
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from minute 11:50 your question should be answered
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Then enter the routing manually, then it shouldn't cause any more problems if it is due to the data import. But it is also part of it, because published procedures always allow you to fly at a sufficient height and clear of obstacles, you also have …
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Hello, here again the statement that SID and STAR are completely normal procedures that have to be planned and entered as part of flight planning. Whether or not these are flown in this way naturally depends on the clearance before take-off. The app…
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I assume that Majestics does not implement every fluid type, so there are no different holdover times. So, if you should find new use on the control surfaces on the way to the runway, which cannot be removed by deicing, you would have to request dei…
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Yes, but SID and STAR are specified and if they are confirmed by ATC (clearance), then they must also be entered accordingly and you must be able to handle the components (manual, vectors).
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However, a flight plan usually includes SID and STAR, if any. In this respect, vectors are also part of it, so simply planning without SID and STAR is therefore definitely not the correct solution.
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If you have a departure that provides for ascending with Rwy Hdg to xxxx ft and then flying to a possible transition point at the instruction of ATC, this must be marked as MANUAL, as it has no fixed reference. The same applies to vectoring to the f…
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Please send a picture from the MCDU's Flight Plan Pages again, please also indicate the planned routing.
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For that you would really have to have seen the flights and your handling. Were ARM APPR and ACT APPR really not offered, or maybe they activated themselves alone, which is also provided from defined points in the event that the crew does not do thi…
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ARM APPR prepares the FMS for the approach and checks the requirements. In this way (real) NAV sensors are checked that are required for the selected approach (ILS, VOR, GPS, ...). In the case of a GNSS approach, Receiver Autonomous Integrity Monito…
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Thank you, then it is as I had described it, the ED (your right display) is off in the event that you set the Mode Knob MFD 2 to ED, and the MFD 2 takes over the display, sends displays to the MFD 1 itself.
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that is correct
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Please Pictures! Sometimes you have to see a lot in context. So please write which routing from ... to ..., which Rwy, which STAR.
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Hello, for such questions, please always post pictures of the PFD, MFD, the VNAV page and the FPLN page with the complete approach of the MCDU. Something has been posted on this topic several times, just look for it, the problems were actually alway…
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I don't have the 2D view in front of me now, but isn't it the case that you can see the PFD 1, the MFD 1 and the ED in the left seat (captain)? The moment you switch the display for the ED to the MFD 2, the ED, i.e. your right screen, is switched of…
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Please turn the MFD 1 and MFD 2 mode knob on the Engine and System Integrated Display Control Panel as circled in green in the picture.
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In the event that the engine display (ED) is defective, it can be switched to MFD 1 or MFD 2. The displays that no longer exist are shown bundled in the remaining MFD. Simply switch the MFD 2 Mode Knob to ENG. The ED is then off, so important inform…
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Hello, why should it? I don't think I know of any aircraft with separate flap displays for the captain and first officer. This is either arranged centrally or we are here within the MFD 2, whereby the MFD from the Cpt. and FO generally show various…
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Sure, you've changed the vertical modes on the MCP. If the situation requires it, you have to "program" VNAV again beforehand via the VNAV page in order to be able to activate VNAV.
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@Sholay said: Absolutely fantastic! On the side note - all around Internets there is plenty of training/ops documentation for A320 and B737. I wonder why Q400 is so hard to find. & The answer is quite simple, anyone can do A…
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Hello, with the VNAV programming you usually set a point (T/D), from which it makes sense to start the descent with the given parameters (rate of descent) in order to have the appropriate altitude at the first constraint. This works very well offlin…
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Hello, maybe this will help you first, I won't be free again until next week.
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Have fun. Frank
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I have stored RNAV approaches for CYYY (Rwy 06, 15, 24) and CYGR (Rwy 07, 16, 25). No approach data are stored for CYGP, but there is also an RNAV approach here. My data come from the AIRAC 1712.
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Hello, if there is no RNAV approach in the database, none can be flown. There would then have to be a different instrument approach in the database, otherwise it is a sight approach. Which airport is it about, for example? The smallest manually s…
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@niksan29 Hello, I tried to find out your problem and had this too. One could assume that it is because the point as part of the approach has no height specification. To confirm this, I started my charts using a similar approach from another airp…
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@niksan29 can you give me an concrete routing for the example 2?
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In this case, OKESA 5 Departure is not only valid for one Rwy, but also for Rwys 04, 10, 22, 28. The starting point, here Rwy 10, has to be confirmed again as first transition. In the link on page 6 you can see the logic of the departure route. Unfo…
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I read from here that it worked before !? The STAR is not the decisive criterion, but the approach must be properly selected and set from the FMS database. For an ILS approach, the approach coded with I, for a LOC approach the one coded with L. If …