[Sim] Windshear Go Around - Microburst encounter on Approach / Macau VMMC Rwy 34 / PMDG 777 P3D 5.2

[@TheFlyingApprentice]

Some questions to consider... 1. What did I press TOGA twice? 2. Why the configuration was not changed during the escape manoeuvre? 3. When are TOGA available and what if they are not available?

[@IAMinCOMMAND32]

1. If I recall correctly, TO/GA press #1 is like 1000-1500 feet per minute for the go around and second press for sure is for absolute maximum thrust output. 2. Any change in config during a go around may result in a stall due to less wing surface area (like doing stall maneuvers in a C172 and flaps up when at 40 knots). 3. Max TOW & little runway, rain, To/GA #2 for stall?

[@TheFlyingApprentice]

@@IAMinCOMMAND32 Very close. :) 1. 1st press will give you 2000fpm climb and 2nd press will give you max climb capability. 2. There are 2 reasons. One is as you mentioned for performance, but less an issue for modern jets because of their massive engines. The other one is task prioritization. At that particularly time, you'd like to 100% get out of the situation first. Deal with the rest later. 3. In the air, TOGA thrust is armed when flaps are out of UP. If TOGA are not available, nothing will happen if you press the TOGA switches. So what you need to do is manually advance the thrust to max. Sounds trivial as we sit comfortably on armchairs but that can catch you in a surprise when pressure is high.

[@chris22capt]

@@TheFlyingApprentice the correct answer for number 1 is, first press will give you derated go around thrust and the second will give you full go around thrust... Vertical speed is relative to the airflow

[@user-wl6bw3jl4n]

@@chris22capt would please clarify, what do you mean by “vertical speed is relative to the airflow”?

[@chris22capt]

@@user-wl6bw3jl4n it depends on the airflow speed, not the n1 thrust value or how many clicking on the toga p/b. Assuming pitch and flaps configuration is constant, the higher airflow speed running trough the wing, the higher lift will be generated by the wing hence the vertical speed will be higher

[@flightsimdude9]

Great representation of how dangerous a microburst is.

[@TheFlyingApprentice]

Yes, indeed it is very dangerous.

[@Aviationlifestyle24]

Wow ! It Was handled soo professionally ! keep it up !

[@TheFlyingApprentice]

Thx

[@BrunoLima-mo2ht]

Greetings from Brazil! Thanks for the great videos.

[@theozonloch]

I don't think that you would leave the AP engaged in real life or the AP from the PMDG B777 is not 100% accurate. As you can see the AP is putting the aircraft in a rather dangerous spot with nose up ~23° and close to stall speed. It's obvious that you want to maintain positive rate during a Go Around but not at the sacrifice of speed particularly not at that altitude. At 1:25 the stick shaker kicks in and you are at ~125kt with ~40kt tailwind which would be a death sentence in real life especially when a wind gust would hit your wing. That's my point of view but I am not an airline pilot.

[@TheFlyingApprentice]

Thanks for the comments. I agree that the PMDG AP may not 100% accurate. That said, it’s OK to leave the autopilot on, the 777 FD and AP have windshear escape capability programmed. The autopilot actually managed the tailwind at 1:25 quite well. Watch closely how the pitch limit indication (the eye bow just above the flight director) immediate decreased as the tail wind hit, and immediately the AP lower the nose to keep the pitch below PLI. In a windshear, intermittently hitting the stick shaker may be required to keep the terrain clearance, as long as you are flying below the PLI. During the course of recovery, the airplane wasn’t stall at all. The stick shaker is a warning of incipient stall. Of course, we have to monitor the AP and if it is out of the ordinary we have to disengage instantly. In real life, the best strategy is to avoid the windshear. The approach shouldn’t be initiated at all if the WX radar is that ugly and have activate thunderstorm on approach path. Here I just wanted to show the windshear in P3D, so please bear with me on that. :)

[@Vanya_Ale31]

Im so mad that msfs doesnt have proper weather radar, predictive windshear out the window... pmdg with their 737 and 777 in msfs wasnt able to develop predictive windshear because of this...

[@dano2760]

armchair piloting ahead: why not approach with less flaps and higher speed in those conditions as precaution?

[@TheFlyingApprentice]

You are absolutely correct for adding speed, so I did add a couple of extra knots. The max you can add is a Vref + 20. As for flaps, its not required (personal opinion only) because the jets can climb very well (with both engines operating) with flaps, furthermore, the stall speed and landing speed are higher for less flaps as well. The key is margin to the stall speed. Again, best strategy is to avoid getting into that situation. :)

[@filthywings353]

You were pretty heavy for coming in at ref 50 with 30 flaps.

[@TheFlyingApprentice]

Good eyes! Yes, most of my videos I use 250T for the ER. Very close to the max landing weight.

[@virtualplanespotting8909]

Hi is this possible to know how did you put windshear into p3D ?

[@TheFlyingApprentice]

Sure, I used Active Sky to create the windshear.

[@jasperhoopman2342]

@@TheFlyingApprentice Very nice video Sir! Can you explain how to create WS in Activesky? I have now spend some hours trying to create a WS scenario, but the PMDG doesn't give me anything. I tried pressing the 'create windshear' button, without getting any caution/warning. I would like to create one set of conditions where I know for sure that i get the WS warning, for training purposes.

[@playgameviet]

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