Hi!After having flown this new beast first time online tonight, I noticed a few things that I'd like to ask about here. (I also posted to IFDG forum).1. The aircraft is able to maintain ~ 220 IAS with IDLE thrust, with flaps and gear up. I could slow the bird down to approach regime ONLY by lowering significant amount of flaps and the gear. Is this true to a real 752 behaviour ? It sure differs a LOT from the B763 I'm used to with PIC.2. Idle thrust TAXI is nice, but is it supposed to accelerate ? I can't keep the bird STILL even with parking brakes on.3. This is a model "issue" (and I'm not even sure if it is an issue), but anyways. When I parked at the gate, to perfectly align the main entrance door with the tube, I noticed that the cockpit was still 2-3 meters BEHIND the tube. How is this possible ? Is the viewpoint of the pilot somewhere in the middle of the plane ??regards,Tero

I think the 757 is typical of other Boeing aircraft in that it is "Slippy" depending on its weight. I love the new airfile, the only thing I can comment on is the steering is extremely sluggish, and I too thought the viewpoint is quite a way off.Cheers[br][/img]

An impressive package all around. The only observation I can make thus far is that on final approach, little or no power was required to maintain vref+5++...I was at idle from TOD all the way to the ground. In the PIC767, some power (above idle) is required to keep the attitude/speed inside the approach targets...the 757 -as modelled- seems to have lots of power even at idle thrust (hence the taxi at idle) and it appears this 'idle' power is all that is required to maintain the approach profile...maybe it is a trade off/comprimise to allow for an 'idle' taxi. This may also account for the seemingly 'slippy' feel when trying to slow down...in the descent, the 'idle' power is not helping the a/c to slow down ;-) The 767 is certainly slippy, but not nearly as much as this one seems to be.My 1.5 pence worth, 1972 levels adjusted for inflation.Rob.

Hello,An aircraft is made to have as low drag as possible... In the words of Iskander, the 757-200 is very hard to slow down, it requires descend planning... I did have the exact data somewhere, but can't find it right now, but i think a clean config and keeping speed at -1200ft/min doesn't sound very bad.... spoiler would add -200 to -300 to that.. but not much more.... in fact this IS the real preformance of the 757 (depending a little on weight, but not far of the above figures).Most of the add-ons available and also the default MSFS aircraft are not realistic on this point....Idle taxi at low weights is realistic, it shouldn't do this on heigh weights...Nr3; Will check this, possible to change by editing the viewpoint in the aircraft.cfgNow i have most of the above from what i learned from Iskander, when he gets back from Gambia i am sure he will explain things much better then i can, but the above for now. Realism is not always a plane that flies as you would prefer it to!!! Cheers, Robert

Hi,Adding to the above:.78/290 DescendWeight: 60 - 80 - 100 - 120Pressure40000 -2700 -2500 -2900 none30000 -3200 -2600 -2300 -220020000 -2900 -2400 -2100 -200010000 -2600 -2100 -1900 -1800Sea level -2400 -1900 -1700 -1600Spoilers will add -200 to -300ft/minCheers,Robert

Don't forget, VNAV in the real plane commands for an idle descent!767PIC didn't do this, as otherwise the sinkrate would have been unrealistic, thus they told the A/T to add a little thrust to idle thrust. Only when you were too high on the Vnav path the A/T would reduce to idle. So this is actually a correct behaviour.EDIT: Let me just add that this applies to a non wind and ideal descent situation. If the FMC thinks you're too low, it will add thrust. Too high, and you get the "drag required" message (on some FMS'es)Now for the approach segment, that is of course not on the numbers. I haven't test-flown the 757, so I can't comment on that.Regards,Mark

I did not have a problem managing the speed in the initial descent, so I can't speak to that one as posted earlier.I did some more approaches with 20-30 kts winds straight on and cross wind landings, zfw as it came in the package, 6-7 tonnes fuel, FMC zfweight (115T), vspeeds adjusted as Mark had suggested...(Flap 30 vref was 132kts according to the box)...the amount of thrust required to keep the approach attitude/speed (about 140-4kts with h/wind compensation) was -minimal- compared to the PIC767...almost flight idle, a little push intermittently. Maybe this is closer to real world, I am not sure, I can only compare to the PIC...but I can say that in the videos and flights I have taken on a 757, the engines seemed to be working a little harder on final approach than this model seems to replicate. I am thinking this is perhaps part of the comprimise made with the aircrafts ability to taxi at idle power...it's just that much harder to slow down in the lower descent, and a little less than "normal" approach power setting is needed at the final approach. This is by no means a show-stopper or a nagging bug...now I know what to expect at that phase of flight, I am not left sweating on final ;-)I leveled off on one approach at about 5000ft 250kts, clean. Again, the amount of thrust required to hold this alt/speed (tested upwind) was minimal compared to PIC767. Again, I don't know what IS real, only comparing to what I see in the PIC.Hand flying the craft is great, very smooth and more responsive than the 767-pic. The visual model is cool (BA-OC), its' climb performance was a little better than the 767 at a comparable/scaled to size loading reflecting/modelling the 757's superior performance.It's a nice addition to the hangar.Rob.

Hi,Why is everybody commenting on descents and descent planning ?Obviously the descent planning with 757 is almost similar to the 767, the FMC does all the work. And I HAVE NOT had a problem with descents with this bird. Of course it is much "slicker" than the 767, but it's not impossible. Number 1 of my "issues" deals with a problem that the bird will NOT slow down to approach speeds even with IDLE thrust, flaps and gear up AND level flight. In other words, I'm doing a good 200 IAS and maintaining altitude with IDLE thrust. The 757 is slick but it doesn't break the laws of physics. This problem means a lot of things actually:a) I'm unable to reduce speed fluently (it would take me a day and a half to do it) to approach regime, where I could start taking flaps down. In order to slow it down, I have to lower flaps at unrealistic (dangerous) speeds and put the gear down too early just to create drag.:( If I'm told to hold, say, 200 IAS until 10 miles, it's impossible to slow the bird down from there in level flight, let alone if I have already captured the glideslope from a tad higher altitude, and am already coming down on it. It just won't slow down.c) On final approach yesterday with FLAP30, and Vref=130 at EFHK I was doing an ILS04R in VATSIM. I noticed that if I keep the throttle on IDLE or apply a _tiny_ bit of power (like 2-3% N1) I will keep the Vref on G/S. This is also odd. One would think that with ALL the drag from the gear and full flaps, the aircraft would need a helluva lot more power to maintain -700fpm descent at 130 IAS. Also, a guy, who has flown a 757 simulator many times (obviously not as "believable" as a real pilot), told me that the exact same things bothered him. Ie. the birds tendency to just "fly away" with flaps up, and the weird acceleration on idle taxi.Now, just to make sure, I'd like IFDG and especially Iskander now that I appreciate this effort very much. This criticism is trying to be constructive in a sense, that (possible) flaws in the FDE could be corrected, if there even are those for that matter :)regardsTero

Haven't tried a completeflight yet so I cannot comment on the dynamics.However, I can confirm the taxi acceleration on idle thrust and Gross weight of 95T (ZFW as in aircraft.cfg 72.1T) which sounds a bit strange.Now, say that I would like to change that in the dynamics...I don't want to change the thrust since 40100Lbs of thrust sounds correct for the RR engines. What would I need to change? The drag? Or the inlet area? Maybe you are feeding the engine with too much air? :-)The visual model is (almost) excellent!.. The most beautyfull 757 I've seen so far! Great work guys!My only argument are the Rolls Royce engine nacelles and especially the inlets. They seem a bit out of shape... Nothing important though since I usually fly from WITHIN the aircraft and not looking at the engines. :-)A VERY nice resource with info on the 757 is http://www.757.org.uk/You can find great deal of info there...EDIT: It seems that they are reconstructing the site... But the very nice 767 differences section is active. VERY interesting!George DorkofikisAthens, Greece

Hi guys, well I'm back from Africa :)Let's see, where shall I start.- The aircraft taxiing away with parking brakes on is something I have not encountered. Anyone else noticed this?- The aircraft accelerating during taxi with only 25% fuel (the payload is approx 190 pax plus bags) is correct and it will accelerate all the way to 40+ knots if you don't keep the brakes on it! (I don't know exactly what it will accelerate to eventually, I don't taxi at speeds higher than 30 on straights)- The flaps can be lowered to setting 1 at 240 knots, flaps 5 at 220 knots, flaps 15 at 210 knots and flaps 20 at 195 knots. What's the problem with setting flaps at 'dangerous speeds'? I don't see it. I don't think you should be flying less than 200 knots without at least flaps one with this payload, even if you're almost out of fuel. You would be flying below the minimum flap maneuvering speed (minimum clean speed)!- The plane will fly a low drag/low noise approach where you capture the glideslope (3degrees, standard glide slope) at 2000 feet above the ground with FLAPS 5, 180 knots, then set FLAPS 20 and GEAR DOWN at around 1800 feet and FLAPS 30 when the aircraft decelerates on the glide slope through the flaps 30 limit speed of 162 knots. If you're still having trouble decelerating, throw in flaps 25 at 190 knots (this should be no problem at all) and decelerate further. Another thing to keep in mind is that sometimes 767PIC does not command IDLE thrust during the speed reduction if the set speed is close to what it already has!! So you might need to override by pressing F1 and keep the thrust at idle. Then you should be established well before 500 feet with your final approach speed and FLAPS 30. Take it in for a smooth landing.- Regarding IDLE THRUST. Ground idle is the lowest idle setting. Flight idle is a higher idle setting (ie. more thrust) which is required to keep the airflow in the engine at a certain level to avoid engine stalls or surges (you don't want that, mind you!). During the approach, you go to approach idle, which is an even higher setting (even more thrust!), again to protect against engine stalls or surges but also to provide less time if you need to perform a go-around (reduce engine spool-up). So it is hard to slow the aircraft down during the approach, use your flaps and gear wisely.- Finally on slowing the aircraft down: This is not your average Microsoft standard boeing jet. As Robert said, it requires descent planning!! If you arrive on the glideslope at 2000 feet with FLAPS 5 and 180 - 190 knots (regardless of whether you were on the glideslope before), even on a non-precision approach with a calculated 3 degree descent path, such as we have in Europe and is steadily phased in in the US, you will be able to slow the airplane down DURING THE FINAL APPROACH DESCENT, WITHOUT using spoilers even and be ESTABLISHED (ie. correct thrust, speed, configuration) at 500 feet AGL! If, however you arrive too fast at this point in the approach, it's your own stupid mistake. You may still make it by using the spoilers, but you may not. So go around and try again.I never said that flying a real Boeing 757 (which is harder to slow down than a 737 or 767) would be a walk in the park. I just try to make it as close to life as possible.Granted, the aircraft in clean config (flaps/gear up) won't stall with idle thrust and I am pretty sure this is not the case in real life (haven't tried that out either), but you're getting into a flight regime where you shouldn't be without your flaps anyway. If you'd do this in the real thing you'd be fired and sued for endangering people's lives. I have also not tested out aerodynamic characteristics at Mach 1.5 during a dive. It maybe really unrealistic! (However, you should try n-1 takeoffs, they're good)Right now I don't plan to change anything in the FDE, if other issues arise, I will look into it.Thanks for your criticism, I hope my explanation helps.And enjoy the 757 of course!Iz

Just flew a flight from ATL-MCO. Other than getting used to "riding" the brakes on the ground, had no problems. I really don't want to say anything is wrong with it because a real world 757 pilot (Iz) says it is right and who am I to argue!! The only thing I do not like and it is a model issue is that the viewpoint is WAY to far back.

Iz!Thanks for your prompt reply!I'll give the bird another chance ;) now that I Know what it is supposed to do! Could you also confirm what Mark wrote in another thread:that the FMC calculates correct t/o speeds with a ZFW of 130t (metric)and correct approach reference speeds with the ZFW changed to 115t (metric) ?If not, what kind of speed tables are you yourself using with the IFDG 757 ?Also, BRAVO for the visual model (for the whole IFDG team) ! It is simply stunning !!!!! And the Transavia livery is also pure eye candy. I wish the PW-version would be released soon, so I could get my Finnair 757 painted :).best regardsTero

I too just took a flight in the new aircraft (East Midlands to Zakynthos). It was a fantastic flight, the only comment I would make is also that it's a bit like flying from Row 13 when you look out the side! Can the viewpoint be changed to the correct forward position?Otherwise, great job Iz! ;)

I don't have any problems on taxi Iz. It is harder to slow the bird but you pilot's have said that the real bird is just like this although maybe there is room for "slight adjusting" although I am very happy so far but need to do some more flights. I like how the speed brakes "pitch me downwards a tad", is this what happens in the real bird? My North West 757 is one pretty bird indeed, thank you Iz for making this possible. A big TWO THUMBS UP here!Best Wishes,Randy J. [email protected]" A little learning is a dangerous thing"AMD XP2100 |MUNCHKIN512 DDR RAM |ECS[/b ]K7S5A MB |[b]GF364 MEG |WIN XP PRO

" The aircraft taxiing away with parking brakes on is something I have not encountered. Anyone else noticed this? "Just to confirm I also encountered this problem.