can someone tell me the diff between the Yaw Damper and the Auto cordination? and why is there a L and R yaw. when only the left one is the yawdamper?http://events8.tripod.com/pilot_tag.JPG

Hi,to save bandwidth, have a look at the fine manuals...it's all there.tp

ok let me refrase my ? what does the autocord do to the rudder and ailerons and should it be turned off as well on t/o and landing. the MANUALS do not explain this.http://events8.tripod.com/pilot_tag.JPG

Anthony,In PIC the two yaw dampers are not setup the way they are IRL.If I remember correctly, the LEFT YD is FS2002 autocoordination and the RIGHT YD is the actual yaw damper.Auto-coordination is just what it is in other planes in FS2k2. Makes your turns coordinated without the need for rudder. Actually, IRL larger jets do not use rudder at all in normal turns enroute, not needed. It is mostly used in T/O and landing and in abnormal (engine out) situations. Whether you use it or not is up to you and the fact that you have or don't have rudder pedals. Yaw damper is another thing. I don't know exactly HOW it works, but it's supposed to _damp_ the nose yawing from left to right. In other words, it keeps the nose pointed straight ahead without any pilot input to the rudder by counteracting the longitudal yawing of the a/c with small rudder inputs (max 3 degrees in 767 I believe?). The reason why it should be OFF in T/O and landing is that it's important for the pilot to have full control of the a/c in the critical phases of flight. As the a/c operates in the back of the power curve, you don't want any involuntary movement to the control surfaces...hope this helps,Tero

>Yaw damper is another thing. I don't know exactly HOW it >works, but it's supposed to _damp_ the nose yawing from left >to right. When you combine swept wings, angle-of-attack, relative wind, and all that good stuff, there is a tendency for one wing to experience more drag than the other and the aircraft yaws in that direction. The forces then shift, and it yaws back in the other direction. Without yaw damper(ing), these oscillations can increase.-michael

"The reason why it should be OFF in T/O and landing is that it's important for the pilot to have full control of the a/c in the critical phases of flight. As the a/c operates in the back of the power curve, you don't want any involuntary movement to the control surfaces..."The Boeing Yaw Damper System (in real life) is inoperative on the ground, but, two seconds after takeoff, it is slowly "dialed in" (By slow, I mean not instantly... i.e. full authority is reached over a period of 5 seconds).Under normal ops, the Yaw Damper has a rudder authority of 6 degrees right and six degrees left. If one Yaw Damper is inoperative, this authority is halved.The pilot or the Autoland rudder actuators can override the limited authority of the Yaw Damper.The Yaw Damper system helps with Turn Co-ordination, the suppression of Dutch Roll and Modal Oscillation. Re the last mentioned item: Gusts of winds can make the fuselage wobble (i.e make the fuselage bends at a certain frequency... sort of how a sausage would behave if you held it in the middle and moved your hand back and forth :-)). This is called "Modal Oscillation". To reduce this effect, the rudder is moved back and forth by the Yaw Damper system.Here is a diagram showing Dutch Roll:http://www.ozemail.com.au/~iriddell/767/DutchRoll.jpgHope this helps.Cheers.Ian.