Updated guide to starting the Salty Boeing 747-8i from cold and dark in Microsoft Flight Simulator

hello good morning so yesterday I recorded a video with the salty simulations 7478i in Microsoft flight simulator and I made a couple of omissions and a couple of mistakes in the video so we're back today recording again and we're going to walk through the startup procedure with the salty simulations 747 so if you've not seen it before the salty simulation 747 improves on the the stock 747 that comes with Microsoft flight simulator making a lot more or making the cockpit a lot higher Fidelity than it was it's still not study level but it's a lot better so one of the problems with the um the salty mod is it doesn't really improve the checklist so I kind of started out with this as a starter for 10 of using its checklist and then realized there's lots and lots missing but I actually missed some bits and pieces along the way so I'm going to go back through I've revised the checklist I've put some of the missing bits and pieces back in and things where I've made mistakes or omissions and we'll walk back through it so we'll jump inside the airplane first thing we need to do is check the controls are working correctly so if we check the ailerons that's mapped and the elevators and the Rudders and the spoiler levers working the flat levers working the throttles are working and the reverse range works on them as well so everything is looking good okay so let's have a whiz through the checklist and see what we come up with see if we find any more emissions so I have already uploaded this revised checklist so we'll see how we go so if we go to the overhead view first thing we need to do is uncage the battery switch turn the batteries on and recage the battery switch we can then turn the standby power to Auto which brings up some electricity around the cockpit now if we had external power available we could turn it on at this point we don't have it available because you can see we are away from the of the gates or any trucks so it's just not there so we're going to use the auxiliary power unit to start the airplane up so Apu goes to on then over to start and it falls back to on on its own now unfortunately the the salty mod 747 doesn't have any kind of visualization of the state of the auxiliary power unit so we just have to sit here and wait it doesn't even have any animations of heat coming out of the exhaust in the tail so we're just waiting for the Apu gen lights to say available and when they say available we can switch them on there they come so we're going to switch on the Apu generator one and two and we get power now from the auxiliary power units of the aircraft so cross feed is done automatically in the 747 or in this version of the 747 I should say so we're now using the Apu to generate electricity so now we have power we can immediately go and set the navigation systems the inertial navigation system to nav and that will take a few oops gone too far there that will take a few minutes normally because the inertial navigation system is based on Gyros and they have to stabilize and calibrate and verify before the um the guidance systems on the airplane is up to speed so the The Telltale that that is going on is the attitude indicator and the map display or e-fist display show no meaningful data until the IRS system has aligned there is a shortcut method to speed that up so if we go down and look at the the flight management computer you'll see when you're on the menu page which you can get to by pressing the menu button there is a salty menu and in the salty menu there is an IRS Section and inside there we can do an IRS instant align so if we click that and then we update the IRS status you can see it says aligned so then if we come back to the cockpit name you will see the map screen has come alive the efis screen also the primary flight display is now showing the attitude indicator the indicated AirSpeed ribbon the altitude ribbon and so on and so forth so it's all come alive okay so we've got the nav system up and running and we've shortcuted speeding it up in the normal scheme of things if you're programming the rest of the airplane up and doing the flight plan and everything you wouldn't expect IRS to still be aligning at the point you need it so normally it's not a concern but if it ever is you can speed it up through that salty menu okay so we are now going to go and turn the nav lighter on so that's this switch down here on the eyebrow panel just above the pilots so that's just letting the crew around the aircraft know that we're on board and configuring the airplane we're going to go and turn on the window Heats and now we're going to go and program the flight into the FMC so we'll press Ctrl and 4 to get down there and we can to get back to the front page we can press menu then we go to the FMC the flight management computer so the first page shows you the versions of the data that it's using so the database and it shows you the the date the the Air Act data the the database of waypoints and Airways and airfields and radio frequencies that the airplane uses is dated so it shows you the date there so you go to pause in it and so this is a common function of the Boeing fmcs or flight management computers that the next thing to do is usually at the bottom right on the first few steps through it so pause in it so it wants us to configure where the airplane is in the world so it has a GPS unit so this is essentially telling the IRS system where the airplane is yeah so we're we're taking the data from the GPS of filling it into the IRS just by clicking the soft keys next to each field it's worth pointing out Fields with square boxes in them are mandatory fields so where is our reference airport where are we departing from We're departing from egss or where where are we we're at egss which is Stansted okay and then it fills in the GPS for that as well and it should be fairly close to the central location of the Airfield okay so then we can go to route and we can fill in the departure Airfield again I think this is a little bit unrealistic I think it should carry through the reference Airfield icao code into the scratch Pad here so we can drop it into the origin and then we can go e g pH we're gonna fly to Edinburgh for this example so we key it into the scratch pad and then drop it into the destination Fields with hyphens are not mandatory and I think company root might have some functionality in some aircraft to load pre-saved flight plans we're not going to use it we can put in the runway we're going to be taking off from so we'll put Runway two two and that's not implemented look it should be and it's not so performance initialization is next so we can put in our cruise altitude we can either put in the feet so 36 000 for example or we can put in a flight level so a flight level is divided by a hundred basically so 360. is 36 000 feet so we can drop that into the cruise altitude and it understands what we mean by that so it precedes it with flight level or FL we put in the reserve fuel we want so we'll say we want one ton of fuel in reserve normally you'd get this data from the operational flight plan if you've got one so if you've been to simbrief this will be on your printout of how much reserves and cruise cruise altitude that kind of thing uh thrust limiters let's go and have a look so on the climate you can say how the airplane can behave in regard to the throttles um and this is really used to derate the aircraft on takeoff when we're going to leave it as standard and let it use all of its powers basically uh we can go to take off and we can set flaps for takeoff so 10 degrees of flaps and then now we have set the flaps it can pre-calculate the rotate speeds on the runway so if we just click the soft keys next to V1 VR and V2 you can see we've got a rotate speed now of 142 knots based on the current configuration of the aircraft you can also see it's calculated the center of gravity and we'll get back to that in a moment so thrust limit it Loops back yeah so take off and thrust limit loop back on each other so if we go and look in the legs page you can see we've got the destination listed there but there's nothing else there yet so we go to depth r and we say we're leaving on rummy tutu we're going to use the bky 5r standard instrument departure out of Stansted and we can execute that so if we go and look in links now you can see those are the waypoints that are part of the standard instrument departure so if we wanted to then go and complete the rest of the route so we can go back to depart go back to the index and then we can set up the approach into Edinburgh as well normally you wouldn't do this until you're in flight because you don't know what the controller is going to tell you about approaching it might change while you're on route so but we're going to do it just for simplicity's sake we're going to say We'll land on using ILS on runway24 and we'll use the AGP e1e standard approach route into Edinburgh and then we'll execute that change so if we go and looking legs again name you'll see that there's the standard instrument departure legs and then there's a discontinuity and then there is the standard approach you into Edinburgh so a discontinuity means the airplane is not going to try and figure out how to get from leaving Stansted to getting to the approach for Edinburgh so we're going to insert in the middle a waypoint just to show you how this works so I've put in the Ico code for the Trent VOR which is halfway up the country basically so if we drop that on the discontinuity it will pause for a moment and then it says actually there's lots of Trends around the world we want the one that's at the correct longitude and latitude so you double check this if you're not sure I know it's that one so I'm going to select it and it's dropped it in and the discontinuity has gone away but notice I still have to execute that change that that's because we have a modified route when we execute it it becomes the active root Okay so to do a check of your route after you've programmed it you can have a look at changing the e-fist mode from map to plan so we rotate the the knob up here and you'll see this screen changed we'll increase the range on it as well so what this is showing is if we click the links button this will make more sense there we are sat on the ground at the end of the runway at Stansted and you can see there's a center marker on the FMC next to d223c which is the first Waypoint of our route and that there's a step button there at the bottom right if we keep clicking the step button it will move us through the flight plan and we keep doing so just to vet to verify that it all looks sensible so we're coming in towards Edinburgh now and then we should find the very next step is Edinburgh there we go so it's just called a gross check of the flight plan so then once we've done that we can put it back into map mode and there is no aircraft oriented or track oriented and we can press legs to put this back to the top of the legs page Okay so we've basically programmed the route next thing we're going to do is press Ctrl and 2 and we're going to configure the master control panel for the autopilot so to do that we go and turn the flight directors on first we can calibrate the altimeters so we can press B to shortcut that and you can see that happening if you don't do it here you can do it on the or if you don't press B you can use the barometric pressure knob up there and that will rotate as well but B is a shortcut that does it all in one go for you so it's nice and handy we can pre-select the heading of the departure Runway as the heading for the aircraft just as a bit of a backup so we'll say 222 degrees and the um my Amazon Echo is going bananas in the background there's obviously some deliveries arriving today so we dial in the direction on the heading and then we press the select key just to select it the indicated AirSpeed is already set to 200 which is absolutely fine we can set our climate Target altitude so you can see as I change this if you watch over there at the top of the altitude ribbon they change in concert with each other so we can say maybe we're climbing at 16 000 feet this would only really apply if you've got an air traffic controller that's telling you what to do and they might have informed you you know your initial claim will be that and then up to your cruise altitude so we'll say 15 000 feet just for this example if we have got a fully configured flight plan we can pre-select El Navan V nav while we're sat here on the ground doing nothing they won't come into effect until we engage the autopilot okay so next thing we're going to do is look down here and you can see there is a stab trim stabilator trim setting so this is the elevator trim essentially so we can move the arrow using our trim controls to get it into the middle of the green range so what this is doing is making sure that when the airplane accelerates on the runway given its weight and configuration that the airplane will be in equilibrium so the nose won't try and drive itself into the floor or lift early on the runway it'll essentially be flying at zero altitude at the rotate speed okay so we're going to get ready for engine start now so we're going to press Ctrl 8 to go overhead I'm going to turn on the pumps for the tanks that have fuel if you're not sure which tanks have fuel you can go and look in the wake and balance section and check in here and there you can see the tanks so we only want the mains and the center we actually know Center Wing tank has got nothing in it so we're only on the mains so just to show you how that works we can just do the mains here and we should be good to go with that so at this point we can do pushback because the engines usually don't get started until pushback is happening and this is a problem in the simulator because usually you need to control pushback but also starting the engines is quite a manual process so that's why they have two crew on the real thing and plus in the real world you communicate your instruction to the Grand crew for pushback and it happens for you you don't have to actually look after it so we don't luckily we don't need to push back we're just sat out here on the parking so we can just concentrate on getting the engines started so the first thing we do is go overhead and we turn the beacon light to both so we pull it down then we go to the engine bleed section we check the Apu is on it is and we switch on engine bleed for all four engines so this is allowing the compressed air from the auxiliary power unit to reach the engines it will be used to spin up the engines so then overhead we press I'm going to do this from the cockpit view because it's easier to see there are four starter plungers overhead and there are four starter levers that engage the ignition for the engine so the plungers will introduce the compressed air to the engine so if we pull out number four we generally work across them from number four and then from right to left so having pulled out number four you can see the N1 or the gas turbine speed for engine number four is increasing the other ones are showing a small number amount of speed that's just the wind wind Milling the blades inside the engines while they're sat on the on the tarmac so this will Top out about 2.5 2.7 so as soon as it becomes above two you can engage the starter for Engine Number Four and you will see it increasing speed and the exhaust gas temperature rise so what's happened there is fuel has been injected into the gas turbine and ignited so it's then the kind of it's bootstrapped itself so the compressed air is no longer being used and that will automatically switch itself off so the compressed air will be removed so there it goes look it's falling back in so then we can do engine number three so same process again we watched the N1 speed for engine number three watch it come up as soon as it crosses past two we can advance the starter for engine number two sorry engine number three so it's just crossed past two advances start for engine number three it will continue on past the exhaust cast temperature rises as the fuel is ignited and pumped in and then we can wait overhead for the plunger to fall in for engine number three and then we can introduce air to engine number two the reason you're doing the one at a time is to have enough air pressure to spin the engine up you can do them all at once it will take a lot longer okay so we're waiting for the engine number two to spin up so we're watching the N1 number again when it gets to two we can advance the starter and then we monitor the exhaust gas temperature up it comes and we're looking good finally we have engine number one to do so we're just waiting for the plunger to fall in on number two and then we can pull the plunger on number one there we go so final engine waiting for the N1 to come up goes past two we can advance the starter for engine number one and we're almost good to go so once we have started all the engines we can go and turn the Apu off so we'll just wait for that plunger to fall in there we go so we can turn the Apu back off now when it's not used anymore because the engines are automatically cross feeding or they it automatically cross feeds over to use the electricity generated by the engines okay so let's go back overhead to see where these switches are neatly and tidally we're going to go and turn the taxi lights on there and we can taxi at this point so before we start taxiing let's just go and have a look down all that we've got on the ecast screen there is it's saying that the parking brakes are set we are about to release the parking brake while we're taxing we can also move the flaps to take off position so if you remember we said 10 degrees so I'm just moving my flap leave you see it moving over there I'm using my controller to do that to 10 degrees it takes a little while for the for the flaps to travel on the 747 so you can see that happening you can see the wind shape slowly changing So within the cockpit you do get indication of that so you can see that happening here look so let's go and taxi out so I'm going to advance the throttles gently and we should start moving and we are moving so I'll rotate the aircraft around towards the taxiway you can't really hurry anything with a 747 because they weigh so much so you just have to be careful about everything and by the same token just as it's heavy to get moving it's heavy to get or it takes a long time to get stopped so if it starts to run away with you same is true when you're flying it you need to think in advance a lot more than for the smaller jet that said it is incredibly easy to fly because it doesn't get thrown around by the wind much so the biggest kind of counterintuitive isn't it the bigger the plane the more stable they are the easier they are to fly there's no kind of big surprises while you're flying along with them okay so our next things we will do are will be just before we come onto the runway so we'll stop short on the taxiway and run through the last few things before we line up it's worth pointing out if you're on a narrow taxiway the because of the length of the 747 you do typically have to hang the nose out over the end of the line that you're following in order to keep the aircraft Central on the taxiway so it's just worth bearing that in mind so we will see it here where I will extend over the end of the line and bring the aircraft back to the line and again a lot of that just comes with practice of the aircraft type okay so we're going to bring it to a stop on the wheel brakes put the parking brake back on and have a look at what we need to do so control and eight takes us back overhead we're going to go and put the strobe lights to on we're going to put the landing lights to on and we can also go down into the cockpit and turn on the traffic collision avoidance system and turn it to t-a-r-a okay and we'll press F to send our view back up come back off the parking brake obviously in the real world you'll be talking to ATC who would be giving you clearance as well rolling out to the wrong way clear screen here no warnings anywhere we can double check the configuration of the autopilot before we start rolling so we've got the wrong way Direction we've got a Target altitude we've got LNF and V nav pre-configured the flight directors are on it's just being paranoid at this point just to make sure that we're not going to have any big surprises the trim has been done okay so I'm going to advance the throttles to Max or toga if you've got clever throttles on your physical devices you might have a toga button and it does work okay so we're waiting for 140 knots notice the speed has gone through 100 just so you can't leave the throttles on Full Speed so we're rotating gently got a bit of a crosswind going on [Music] I've got a Tailwind actually this the wind has turned around it's right on the limit probably of what we could get away with trimming the airplane gently to hold the climb Gear Up you're going far too fast so we'll arm the autist throttle at this point and we'll arm the autopilot should see yeah the throttles are now controlling themselves so I was just arresting our acceleration there because we were accelerating to far too hard the 747 and we're empty is very very powerful it can climb and can go quite some speed so let's just watch this happen we're going to start retracting the flaps but not entirely yet so gear is up so El nav and v-nav are on and the airplane is making its first turn of the route you can see that happening um we're basically Off to the Races at this point so you can see the restrictions programmed into the flight plan are taking effect the airplane's now accelerating out to bizarrely Beyond 250 knots which isn't quite right so we can obviously interfa intervene with that if we need to but we'll leave it as it is for the moment you shouldn't be going above 250 knots it's quite interesting that it's even doing that so flaps can come up name it's a great looking airplane isn't it so this flight plan obviously has some restrictions in terms of altitude levels we're flying at for the first few legs so until we get through yeah d358c we're stuck at four thousand feet and then it will begin climbing out to the cruise altitude so that's all being managed completely for us by v-nev obviously if we didn't have V nav we'd be using vertical speed and doing ourselves okay so anyway I'm gonna leave it there it was just a very brief walkthrough of getting the 747 up and running in flight simulator using the salty simulations mod which gives you a lot more things that are clickable and appear to work within the cockpit yes it's not study level but it's still great fun okay so I'll put a link in the notes to the revised checklist that I've used and have fun okay see you again soon

Channel: Jonathan Beckett

Views: 26,780

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Id: cb1qM9ZJvEY

Length: 28min 0sec (1680 seconds)

Published: Wed Jun 07 2023