Hi, Tero. I will (when I actually start flying the 757... I haven't tried it yet) use these tables:http://library.avsim.com/search.php?Search...=Root&Go=SearchI just compared speeds to the ones in my 767 charts, and using the 130/115 tonne "formula" the speeds were correct at certain weights, but not always. So I'll use the charts to obtain V speeds. :-)Martin767 fetishistIt's a lot like life and that's what's appealing

Hi!I just rechecked the situation with the new PW version, and can confirm that the aircraft indeed taxies SLOWLY even with the park brakes on, idle thrust... Tero

Hi there - to get the correct cockpit viewpoint, go to your aircraft.cfg, and change the views section to the following:eyepoint=72.0, -1.31, 3.55That should put you exactly where you ought to be.And to Iz - Thank you! Flies beautifully.Mikecyul

Thanks for the compliments guys!About the taxiing thing, I still cannot replicate it. What gross weights are you at?Regarding the 767PIC v-speeds, yes 130T for T/O and 115T for landing will give you pretty good ballpark numbers.I don't have anything to do with the viewpoint etc, paid no attention to it.Iz

Martin,Thanks for the heads up! I'll get them booklets as well.regardsTero

Hey Iz,Is the PW FDE modelled after actual PW2037 engines, because this Delta PW 757 seems a LOT less powerful than the RR Transavia plane I flew yesterday?? Ie. are there differences between the PW and RR FDE's you've created ?Tero

Tero, no, I don't have experience on PW2037 aircraft, nor do I have aircraft data. I have only developed the RR 535E4 model, the others are simply modified in terms of static thrust rating, and not even done so by myself.Theoretically, there is little difference in terms of flight dynamics since drag, weight, lift constants are the same (the difference in drag due to the different shape of the engine nacelles is negligable) so a thrust setting reduction in the .air file should provide accurate performance.Iz

Hello,I changed the thrust on the PW2037 engines to reflect their real power, or lack of power, compared to the RB engine :D . There are five engine options on the 757-200;PW2037 @ 36600lbsPW2040 @ 40100lbsRB211-535c4 @37400lbsRB211-535e4 @40200lbsRB211-535e4b @43500lbsAs you see, delta's PW2037's are indeed a lot less powerfull then the RB211-535e4's powering the Transavia and some BA models. Ofcourse the RB211-535e4b gives you the best preformance, american airlines and continental operate with these models (altough i am not sure that the AA models that are curently online have got the right dynamics to reflect the HUGE power).Little side node, the e4b is also the power source for the 757-300. PW offers the 2037 and 2040 as well as a new PW2043 for the -300, the 2043 has a thrust of 42600lbs.Greetings,Robert

Iz,I don't know what to say.I just flew the PW 757 without any problems... !No idle taxi with park brakes on. No IDLE power in g/s. Felt very nice indeed. And now I read that you haven't even done this FDE, even though your name is on the aircraft.cfg, and I believe Robert told some other guy over at the IFDG forum that ALL new 757 FDEs are done by you...I liked this PW FDE very much, and it does have all the other good characteristics that the RR version has: idle taxi, idle VNAV descent etc. etc. But I guess this is not the real thing then, huh ? Is the ONLY changed thing compared to the RR version the STATIC THRUST setting, or is the PW FDE also otherwise different ?Go figure...puzzledTero

Hi Iz,Ok, now I am a little confused.I d/loaded the BA 757 with the RR535e4...the included config file shows..[TurbineEngineData]fuel_flow_gain = 0.002inlet_area = 55.000rated_N2_rpm = 29920.000static_thrust = 40100.000afterburner_available = 0reverser_available = 140,100 static thrust is a PW number.I would suggest the folks at IFDG have made some changes to the config file, perhaps the source of some of the issues people are reporting here.What is the static thrust setting that YOU are recommending / modelling?Rob.

Ah, the confusion! First of all, yes, I made ALL the FDE's. That means, they are exactly the same, except for the thrust ratings (and I didn't adjust the thrust ratings for the non-535E4 models myself, but I'm sure that's the only thing that changed).Secondly, in my Boeing 757-2K2 Transavia Operations Manual Volume 2 under section Engines, APU, it says that the engines are rated at 40,100 lbs. So that's what I used for the Transavia engine thrust rating.Tero, I'm glad you don't have any problems now, I really have no idea why you may have before.It looks like this summer, Transavia will be operating two B757-300's, so I'll get a chance to try that bird out, I'm looking forward to that.One final note is that the Aircraft.CFG file that goes with the IFDG aircraft should accompany the .air file. This is due to a pitch stability correction that I wasn't able to correct in the .air file which was causing some jittering with 767PIC at higher simulation rates. You can add stuff to it such as lights and other sections, as long as you don't modify any of the performance data in the file (I find it quite stupid that some parameters are both in the .air file and the aircraft.cfg, so that a simple typo in the aircraft.cfg could through the whole thing off).Iz

I am interested to know how you got the aircraft to taxi with idle thrust as I would love to implement this with the 767PIC airfiles :)Cheers[br][/img]

Hi Iz...One more...."Regarding the 767PIC v-speeds, yes 130T for T/O and 115T for landing will give you pretty good ballpark numbers."Are you talking about ZFW or Gross Weight figures in the FMC in order to calc the Vspeeds? I put 130T as a ZFW in the PIC FMC, added 11T fuel, I got a V2 speed in the FMC of 152kts (or was it 150kts I can't remember)...either way, it was about 8-12kts above what the Flap 5 T/O charts call for.Landing seemed odd as well...115T ZFW in the FMC, 6T fuel remaining, FMC gave me a Flap 25 Vref of 132, Flap 25 chart shows at that weight should be around 125kts Vref (LFMS).Are you getting the same results? Any suggestions (aside from ignoring the FMC Vspeeds and using the charts?) ;-)Thanks,Rob

I myself have had another issue with this new model. I use a CH Products yoke, but unfortunately, do not have any rudder pedals. As a result of this, I am forced to turn on autorudder to control the plane on the ground. Now, the plane handles like a beauty on the ground, but landing and takeoffs are a different story. When I takeoff, and get to around 90-100 knots and try to make an adjustment in alignment, the aircraft will bank slightly, and go off the side of the runway. When landing, the aircraft has a tendency to veer off to the side at the moment of touchdown. In other words, the aircraft nose will jerk to one side, forcing you to apply full yoke, and therefore, banking the wings into the ground. Does anybody have any suggestions on how I can fix these problems?Thanks...and by the way, and EXCELLENT model. Great job.-twilky

Does anybody know where to find a fuel planner or fuel chart for a 757-200. THANKS