great work!!!!Will give then a try tonightGary HayesOsan AB, ROKP4 3.0ghz w/HT & FSB..GeForce FX 5900 ultra 256MB..1 gig PC3200 DDR RAM..Sound Blaster Audigy w/5.1 THX

Tried it 2 times..NICE WORK TERO. No problems . Love itNebojsa

Ali,128,000 for the ZFW for takeoff is slightly off. You see, I made the mistake with v2 that I tested the different weights that would yield a correct Vr for takeoff. When you enter ~ 128 you will most of the time get a correct Vr, but generally speaking the Vref is too high, and that sets the speedbugs a tad too high. Not a big deal really, but since I'm perfectionist I rewrote the FMC ZFW instructions for the readme :).You should be using a figure of 110-120t for takeoff, as this will give you a correct Vref for takeoff and thus make the Vref,+20,+40,+60,+80 bugs to align correctly for takeoff. When you do this, you have to manually set the V1 bug and of course the orange V2 bug on the ASI. In addition, now your Vr speed WILL be off, and it is recommended that you manually rewrite all TAKEOFF speeds in the FMC so that correct table speeds appear on the EADI.So, for takeoff:1. Use 110-120 for ZFW. Check what your Vref30=Vref (yes, the approach speed!) for your takeoff weight is from the tables. Let's say it's 130 kts. Fiddle with the ZFW reading UNTIL you get the FMC APPROACH page to display 130 in the FLAP30 reference speed field.2. Quick align speedbugs3. Manually move the lowest white speedbug to V1, to whatever it is (again, use speed tables!). Manually move the orange bug (ie. MCP spd) to V2.4. Manually set all three of the TAKEOFF speeds in the FMC TAKEOFF page, these speeds will then reflect on the Pegasus EADI speed tape.done.And for approach/landing:1. Use 107 for ZFW. If you have the correct amount of reverse fuel left for landing (ie. 3-4 tonnes), you will get a right Vref with 107. However, if you have something entirely different left in the tanks... say 10 tonnes or something much more than what is usually "normal", you will need to fiddle with the ZFW entry to get the APPROACH page to display correct Vref (ie. FLAP30 approach speed).Now, when I'm talking about the speed tables, I'm talking about the Matt Zagoren 757 performance tables. Those tables will get everyone flying this FDE without a hitch (combined with the trim table inside the readme.txt). The most common takeoff flap setting is FLAP15, so just pick the right speeds off that table. Notice also that the weights in it are in lbs, so a conversion is needed to kgs if that's what you use (hint: google converts weights if you don't have anything else to do it with). Take note also that the tables include V1 & Vr adjustment table, because a few variables (pressure altitude for example) affect those numbers. In the latter part you can find the approach reference speed table. From this one you will only need the last column.Please do fly the jet within its weight limits:Max taxi = 110t = 241 klbsMax takeoff = 109t = 240 klbsMax landing = 90t = 198 klbsNotice that as the ZFW of the FDE is ~ 79.5 tonnes, the maximum landing fuel for your flights is ~ 10.5 tonnes. In this weight your Vref = 133 and minimum approach speed is Vref+5 = 138 kts.Hope this helps!Tero

Thanks for the help Teropa.I shall enter i.e. 115 tonnes for takeoff and 107 for landing, but regardless, will always check the tables against my "real" gross weight and not the PIC FMC generated one.This just involves adding 79.5 to my total fuel for every flight. I think that would be better don't you?Like for landing, if I had 5000lbs of fuel remaining, I would just add this to 79,500 and glance at the tables for my VREF+30 speed? Regards,Alexander Martin.http://img33.photobucket.com/albums/v99/wa.../alexbanner.jpg

Just practised a flight and after takeoff I could not maintain V2+15 at all. I rotated at the correct speeds in the charts. Adding 79.5 to my fuel then of course covnerting to lbs for the actual speed references.I had to struggle to maintain 130kts climbing out until 5000ft where I levelled off to gain some speed then I could continue climbing at 250kts.Any ideas why this phenomenon happened?Regards,Alexander Martin.http://img33.photobucket.com/albums/v99/wa.../alexbanner.jpg

Alexander,Sorry, no idea. I have never seen that happen.Teroedit: I'm assuming you did check that you didn't deploy spoilers by accident, AND that your thrust was correctly set ?

Hello Teropa,Thanks for the reply.I assume I am doing everything right. I have the figure 79.5 and then add my fuel onto this. I then convert this figure into pounds, then look at Zack's charts for V1,VR,V2 and VREF+30 speeds.I set trim accordingly as described in the readme.I had an assumed temp of 61 degrees, and was just over 3/4 full with fuel for my flight to Alicante. I used CLB2 thrust which I never had a problem with before, especially in V2 of your merge.Maybe it was a one off, after this hitch, the rest of the flight went like a dream. The landing was spot on, 132kts approach speed. Really nice and steady. (Although I edited the 757 panel merge to a zoom of 1x and not 0.67 as it didn't look real).I tried telling you as much info as I possibly could. Spoilers were definitely down. Flap 15 takeoff. I didn't rotate early.Also, just a little niggle. Otherwise I must say your merge is abolutely fantastic so don't take any offence whatsoever. I find the rudder a touch sensitive at 24, what would be a better, less sensitive figure?Regards,Alexander Martin.http://img33.photobucket.com/albums/v99/wa.../alexbanner.jpg

Alexander,You were talking about the initial climbout before. You should be climbing at V2+15 to acceleration altitude (1000 or 1500ft above ground level) with takeoff thrust, not climb thrust (and certainly not CLB2 thrust).At acceleration altitude you select either VNAV or FL CH (speed vref+80) and clean up the aircraft. At this stage usually max climb thrust is used (and it is selected automatically with PIC). You told also before that you were having trouble holding ~ 130 kts. I wonder, you weren't trying to pitch too high ? With a light 757, the pitch is around 18-20 degrees to maintain v2+15, but when heavy, it can be as little as 12 degrees. So in any case, even if you were incorrectly using clb thrust for initial climbout, you should have been able to climb away with v2+15, only with a little less pitch than usual.WRT the rudder. The figure "24" is intended to be used with the R Y/D (ie. FS auto coord) on. Should you be flying with R Y/D OFF, the rudder effectiveness value should be "2". Those values are results from extensive tests in rudder effectiveness in V1 cuts and high x-wind landings. With R Y/D ON, "24" enables one to climb away at V2 with one engine out with almost full rudder input to one side, just as in the real aircraft. That was the "measure" of that number :).Of course, should you find neccessary, it's easily editable in the cfg :).regards,Teroedit: I reread your message, you had de-rated takeoff thrust ?? Was the assumed temperature derived from a performance manual ? Those numbers are very sensitive, and should be used correctly.

I was using takeoff thrust until 1000ft.I then selected FL CHG, and MCP speed to VREF+80.I did not use performance manuals for the derated takeoff thrust but from previous experience anywhere around 55-60 for long runways is usually about right. I know what you are saying, but, in your previous 757 merge I was doing exactly the same as I am now, and had no problems at all.Unless I am really heavy, I have always used CLB2 at the acceleration altitude with no problems at all, come 767 or 757. When I did it with this new merge, despite the aircraft dropping to 2 degrees in FL CHG +80, I could not gain any speed at all. The speed bled off even at around 2-3 degrees nose up. I had to reselect TO/GA thrust and handfly straight and level before the jet picked up any speed.I am doing another flight tomorrow, will let you know the results. You never know, the problem might have just been a one off.Regards,Alexander Martin.http://img33.photobucket.com/albums/v99/wa.../alexbanner.jpg

Alexander,Let me know if you have anymore of these problems, we'll look into it then if needed.Tero

Thank you Teropa for your understanding and helpfulness in this matter.Regards,Alexander Martin.http://img33.photobucket.com/albums/v99/wa.../alexbanner.jpg

I have worked out what the problem is.It lies within the flight director. If I enter a range between 110-120 like you said, after takeoff and at AA when I select FL CHG, the FD commands the aircraft to increase pitch to over 20 degrees, when it should be lowering to at least half of what it was.I think maybe the ZFW entry is the problem, I tried during the climb entering a higher figure, and the FD commanded a slower rate of climb, thus my speed could increase.Maybe you can help? Regards,Alexander Martin.http://img33.photobucket.com/albums/v99/wa.../alexbanner.jpg

Hi,I can't comment on the F/D. It's part of the panel, and since this already is a kind of "cheat" it may very well be off in some situations. However, I have noticed many F/D anomalies with original PIC flight model as well, and those anomalies are being corrected in PICv2.I really doubt the ZFW entry will have anything to do with F/D behaviour, but at least in my computer the autopilot does fly the aircraft perfectly, also the FL CH mode. If you have troubles flying manually with F/D, I suggest you ignore false commands and use common sense and manual flying skills to fly the speeds. For example the commands in takeoff have always been a bit off. But you don't need the F/D to fly it right.Tero

Just tried making the ZFW higher, 128,000kgs in fact and it climbs perfectly now.So I think I have solved my problem. If not I will use Vs speed instead of FL CHG.Regards,Alexander Martin.http://img33.photobucket.com/albums/v99/wa.../alexbanner.jpg

I still get this problem even with the default PIC airfile.Something must be wrong with my Fs.I get airbourne but cannot gain any speed at all.Any ideas from anyone?Regards,Alexander Martin.http://img33.photobucket.com/albums/v99/wa.../alexbanner.jpg