"Most real pilots that use it a lot, use it because they flew the 737 before...And hairy-chested 747-400 pilots use it because they flew 747 Classics (with no FLCH and VNAV) :-hahI too was surprised to hear that pilots do use it (still)... and are not afraid of using it. Speed control is only lost if you do silly things with the V/S thumbwheel.Cheers.Ian.

Hmm Ian, are not afraid of using it?There's no real use for it in most situations. It's like disconnecting the autopilot and turning to a new heading manually, then engaging the autopilot again, what's the use?Using V/S will always result in a descent that's not at idle (unless you overspeed it or keep your thumb on the wheel at all times to adjust it to idle, which is dumb) or a climb that doesn't use climb thrust. Both cases are very uneconomical. Besides that, speed is controlled by thrust so the autothrottle will keep moving the thrust levers up and down to adjust for changing pressure, winds and temperature that cause fluctuations in speed.So again, what's the use of v/s mode in any situation where precise control of your vertical speed is not required?Iz

Thank u 4 your reply ! I got good news !! I resolved the problem !! I forgot to switch on the FD before take off :-jumpy

No disagreement on the impracticalities of V/S, Iz, but I thought the original message was about VFR (presumably joyriding) flight here, not airline ops?"Using V/S will always result in a descent that's not at idle (unless you overspeed it or keep your thumb on the wheel at all times to adjust it to idle, which is dumb) or a climb that doesn't use climb thrust."On this issue, FLCH is not always full climb thrust either... and the A/T will modulate the thrust in certain circumstances (changing wind/temp/pressure). For small altitude changes, FLCH guesses the (non-full) thrust that will be required to make the altitude change in a certain time frame and sets the thrust levers to the position it thinks they should be in. However, if, for some reason, the aircraft is not climbing as fast as it should, the A/T will move the thrust levers forward (it will not, however, adjust thrust downwards if it is climbing faster than required).Anyway, I'm not trying to teach granny to suck eggs here... or want to start a long debate. I was just trying to be a little more supportive to a fellow PIC user who had a problem (which sounded to me more like a computer problem than an operater problem). Not (in so many words) call him an ignoramus.Rgds.Ian.

"I resolved the problem !! I forgot to switch on the FD before take off"It's a great idea to put the FD on, Navajo, but if you were able to engage V/S without the FD (i.e. the A/P was on and you were able to select different V/S's on the MCP), it shouldn't have made any difference to the way the aircraft was climbing/descending.Still sounds like a problem for the engineers to look at ;-)Cheers.Ian.

Of course :) Well, as far as I've noticed where the plane can, it will go to climb thrust when using FL CH. Of course, on small altitude changes, it doesn't, just like you wouldn't select 3000 fpm to climb from 5500 to 6000 feet :)Anyway, just pointing out that the FL CH button is there to make life easier and that's the beauty of 767PIC and the drastic shortcoming of the other FS panels.With a standard FS panel, it would be virtually impossible to flight test my new 757 .air file (I'm curious how all the other flight testers test their .air files). Enjoy,Iz

Navajo, For me when it comes to simulating real life flight using PIC I take advantage of PIC'c capabilities in this regard as much as possible. The main reason VNAV is used in the real world is to save fuel for the airline. FLCH is used below 10000' {but not always} as stated by our friend Capt Bball and i'm sure Iz does something simular. I never use V/S for the reason that has been stated by most here. Best Wishes,Randy J. [email protected]" A little learning is a dangerous thing"

hello, my first post, and don't mind my name :)the v/s function is good for many uses, mostly being passenger comfort. The only times i use it is when I am flying short flights which only require very little fuel. Using FLCH, (and yes, FLCH uses CLB thrust for ascends and idles for descends) i get climb rates in excess of 4000fpm with CLB thrust for quite some time, now that doesnt affect us flightsimmers, but its not a good idea to do that IRL. Thats where your V/S comes in handy. Same applies when u need to descend while heavy, -2000fpm is good... rather than dropping down like a rock at 4000fpm.Well you can use derated climbs too, actually they're better.P/S: what does a yaw damper do???

"P/S: what does a yaw damper do??? "....Surely, you jest? ..but if not, the Yaw Damper dampens the Yaw. If that makes no sense, then you need to eject fromt he PIC767 and fly a default Cessna direct to Meigs and join the MS Gaming Zone and remain there until you are Yaw Damper educated.As for use of V/S..as it relates to PIC767, caveat emptor, IMHO, this's the way, uh huh, I like it...I rarely use V/S, but when I do, it is to smooth out the VNAV TOD point and start a slow descent, gradually increasing the V/S (-) until I re-intercept the VNAV PATH. I do this only as I sometimes find the transition from CRZ to DES in VNAV is a little sharp at certain weights/wind combos, spills the G+T's. Once back on the VNAV PATH, VNAV is re-engaged until lower..then FLCH is my preference below 10,000 if VNAV is not set up down to the APP / hand flying is always good at this point....unless I am too high for the LOC/GS due to ATC aforethought and brain "lag", then I might use V/S to get me below the G/S for intercept if I need an agressive descent.Otherwise, no V/S, ever.Clear as mud...right, right...Rob.

Jose R. NavarroYVHere's a screenshot that was my problem:-yellow1

FLCH should have solved this problem.Looks like you are pulling back on the yoke and fighting the A/P (vis a vis the status page control indicators) with Left CMD engaged. Not sure why you would want to fight the A/P...either that or you are maxed out on Fuel and require a very high nose up attitude....airpseed looks odd as well, but that could be another indication of the problem.Know that whatever was set in your FMC, the MCP setting overules...and MCP says 18000 and thats where it will CLB/DES to after engaging the a vertical mode FLCH/VNAV/V-S.The absence of any waypoints on your EHSI indicates that you are not using the the FMC for navigation, vertical or horizontal. Your speed indicator selected at about 308kts indicates that VNAV may have been used at some point as that is a typical VNAV CLB SPD at CI80-90 if I recall correctly. This is only what I can gather from your screen shot. I would respectfully suggest you review the manuals / tutorials a few more times. This is not an aircraft that you can just jump in and fly, it will take time to learn.Good luck.Rob.

I selected the FL CH to descend but the engines increased power. Also I saw the aircraft stilled climbing with 50ft left. And for descend the aircraft a selected the V/S and passed the assigned altitude Jose R. NavarroYV in I

One word: tutorial flight.Oh crap that's two words.:)DSCVA3339

At first glance it seems that both your joystick throttle and pitch control is interfering with your descent, Jose. Perhaps it's time for a recalibration? The A/P wants to go down (judging by the FD command), but something is commanding CLB thrust and up elevator. Was your joystick throttle in a position where it would not interfere with the proper operation of the PIC Autothrottle?Cheers.Ian.

>"P/S: what does a yaw damper do??? " >>....Surely, you jest? ..but if not, the Yaw Damper dampens >the Yaw. If that makes no sense, then you need to eject >fromt he PIC767 and fly a default Cessna direct to Meigs and >join the MS Gaming Zone and remain there until you are Yaw >Damper educated. Theres no yaw damper for the cessna 172