Will hold off until I see the annunciation for THR HLD.Thanks gents.Rob.

you got me Rob,simply forgot to mention it.As when I fly my route completely as planned, I mostly use VNAV but once the controllers issue offers me a different descent profile, it's byebye to VNAV, as good as it may be.And a little example about my usage of the VS+SPD method: when flying cross the pond I often try to fly at optimal levels thus I change levels quite often and to save fuel I tend to do that by using VS+SPD f.E. stable [email protected], ascending to [email protected] with a VS of 100(irl theres, at least in the 777, the possibility to use VS of 50fpm, is this irl in the 767 aswell?) so a VS of 100fpm.This is a procedure used by Air Europe Pilots, both 767 and 777(I have the DVD, I don't fly often irl unfortunately, my only exit to the sky is my gliderplane)I also agree that for forced descents, Vs+SPD is the best solution, or FLCH + speedbrakes at flight detent.(can be very effective but reacts a bit slow in the beginning as the AFDS tries to attain the correct attitude and speeds)And oh yeah, Rob, where can I get a new batch of vomit bags? mine are running out and I'd like to drive a 'clean' plane... Cheers

DES NOW function of VNAV works a treat, if told to descend early on the profile.Some other good bits of info I have pciked up:- Oceanic flights, if using the OTS which means taking a higher level, then file for what VNAV reckons is your max Avail. By 1/2 way across the pond, this will now be your optimum altitude.- VNAV crossing restrictions - enter an altitude or FL 500ft below the crossing alt. Set MCP to the crossing Alt. VNAV arrives at the crossing restriction bang on the money every time.- Cost Index also controls the VNAV descent profile speeds. eg CI 100 gives M0.78/296 KIAS descent profile CI 1700 gives M0.82/319 KIAS descent profileWatch your 767 descend like a demon with that sort of speed. Really good if controller gives you a no speed option on descent - come barrelling down to about 5000ft at 320 knots.

Tero,I went back home to mama last night (Rob, remember that line from "The Hunt"?) and set up with the PIC "First Delivery" flight. After switching over to my POSKY aircraft, I saved the flight as my default and went about bringing up everything. Rob showed up beside me about the time I was ready go flying and we filed from the field near my home (KBLV) to Newark. After a serious and freaking failure of my braking system on taxi clearance, we headed out and all was looking good. On arrival, we were cleared by New York Center (Mr. Hoyle at the scope) to cross the final STAR fix at 1?,000 and then outbound to heading 350 for ILS 4R approach. Outbound on the 350 heading at 230 knots, I get the call to decend maintain 8000. I changed MCP altitued to 8000 and hit FLCH. All was well with that and all the subsequent steps down to intercepting the localizer at 3000. Hmmmm looks good maybe resetting did the trick, but that was not to be.On the next flight down to KIAD, NY gave us a restriction of 10,000 at the entry point of the STAR, VNAV and all is well. But after handoff to DC Center and getting further decent insturctions, FLCH pulled it's trick. As I watched the VSI hover around 800 FPM and my pitch remain pretty much constant (and in agreement with the FD) as the airspeed blead to 180 (210 knots still selected on the MCP). I selected VS and rolled it down to 2200 FPM. After the aircraft pitched down, I reselected FLCH and the FD adjusted the rate of decent correctly to get me down to the lower altitude with idle thrust and no problem. I have noticed this before, the problem normally happens when I select FLCH from level flight and in the process of reducing the MCP selected airspeed.More than you wanted to read, right.Roger Roger...Mike

I have nothing more to offer than:1) Me too2) I think it started after I got ActiveSky.cz

hmmmmmmm

Professor Riddel...as promised, she worked like a charm. I was not waiting until the mode changed to THR HOLD because I am an impatient ignoramous.PIC767...2+ years into the mission and I still learn something new at least once a week."Is there anything PIC can't do" :-)Off to play with FLCH.Cheers,Rob.

:DThis aircraft is something else, huh ?Tero

Mike,That's exactly the kind of behaviour I'm seeing with the FLCH.Sometimes it works, sometimes not. I bet there's something common in the situations where it malfunctions. Something that interferes with the AFDS in that critical way. As PIC's inner workings are somewhat a puzzle to most of us, it's very hard to guess what it might be. It's been seen a million times, that weird things can cause the AFDS to go jump the walls; sometimes the engines spool down during flight (with intense CPU workload), sometimes the AFDS functions don't work altogether etc. Usually a reboot rectifies everything, but this SOB doesn't seem to care.I want my FLCH back ;(Tero

New Test - CLIMB PROFILE This Time. The same results should be experienced in either VNAV or FLCH.SID initial clearance altitude is 6000ft.Dep the airport and accelerate to 250 knots after passing the flaps clean up altitude.Let the aircraft capture the initial cleared SID altitude - known as a Low altitude Level Off.Once alt captured leave the a/c for a few minutes. Then start climb to cruise alt using either FLCH or VNAV.As the engines spool up, watch what happens to the speed - increases by between 10 & 20 knots, before settling back down to 250 knots once the correct climb power has been established.Anyone know of a way to get the a/c to maintain 250 knots when such a scenario exists.

I will take a look at that Mark. I just noticed your request for feedback on this.Mike