![]() Once you have THIS process down, you can practice intercepting the glideslope manually. Once you get some proficiency handling the last 1000ft of the approach, start disconnecting as soon as the aircraft is stabilised on the approach under AP. Keep these initial corrections small, because shoving the nose over or hauling the yoke back will result in a much bigger correction than you really need, and you'll end up 'chasing' the diamond. If the deviation continues, make another correction, and another until you correct the trend. PAPIs not showing 2 red / 2 white or the glidepath 'diamond' moving away from the centre of the scale) then make a small trajectory correction. Keep an eye on your glidepath indicator on the PFD and on the PAPI lights adjacent to the runway. Start out by using disconnecting AP at - say - 1000ft to begin. Practice this by establishing finding an approach where the Glideslope intercept occurs at a decent height (not late and thus lower on the approach). ![]() In this case one of the key points would be to make frequent small adjustments to the aircraft trajectory and thrust.Īssuming you are able to fly the aircraft down the localiser manually, let's focus on the arguably trickier art of flying the vertical profile. Many of the same principles in flying the B777 apply to smaller aircraft. I usually disconnect the autopilot just after gear extraction, let's say at 2000ft AGL which gives me twice as many time as you to nail this beast on the runway -) You have way more time to set up your aircraft properly and get confident with the actual handling. My last tip for you is to take control of the aircraft earlier than 1000ft AGL. Having a look at the descent rate rather than chasing the flight director makes the approach often easier. Try having a descent rate of about 750-850ft/min and try to maintain it. Set a proper trim setting when you take control of the aircraft and give further inputs by pulling/pushing the yoke (in case you are at landing flaps, otherwise you have to trim a little). Don't play to much with the trim during approach. You shouldn't worry about making "bigger" inputs either. Try to keep the plane on the G/S, but don't chase it. But having made almost 100 manual landings with this beast I can say that all you need is practice, practice and practice. ![]() Either to high or to low, but none was good. When I began to practice manuel landings, it happend to me almost the same. Ps: if it's of any use, I'm using the Saitek X52 Pro + Saited pedals. But I'm struggling and usually end up higer than the G/S over threshold, meaning some floating and serious runway real-estate is lost during the process. ![]() On the NGX, where ATs are disconnected on app, I'd give small power adjustments to keep the G/S centered, but on the T7 when the ATs remain engaged, I guess it must be corrected either by yoke pitch or by trim. My question is, what is the best technique to do so ? Cause I'm having a hard time keeping the G/S indicator centered. But I find myself in the obvious need of making small pitch adjustments to keep the bird on the glidepath. Now at around 1000 ft above ground, I disengage the autopilot, whilst keeping the AT on as per recommendation. So here I am descending on the G/S with autothrottles engaged, autopilot engaged in app mode. I've read that it is common practice (even recommended by Boeing) to leave the autothrottles engaged at all times, even when landing manually. so here I go:Īfters a good amount of autolands, I want to practice manual landings with the PMDG 777. Sorry if this question has been asked before, but searched around and couldn't find it. ![]()
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