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Guest fullflapsplease

A330 Full auto land problems.

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Hi all, I just did a full auto land in the 330 to test it out, well, what a nightmare!I had both A/P's in and APPR armed, managed speed and flaps full, but it wouldn't hold the speed at about 4 DME, the engines spooled up and actually accelerated me up to 170 KIAS and thus the G/S hold was terrible and it started to nose dive me in order to maintain the G/S.I obviously pulled the A/P and took over but was very strange and annoying, got any ideas?Cheers.Mark.

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Mark, it sounds as though you let the speed drop too low or, more likely, a wind shift made your IAS drop very quickly. The result is a TOGA lock which would have shown up in the top left of the PFD.

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Hi Rob,no, none of that, the plane was in managed not selected speed, which was the computed VLS in the MCDU, and TOGA LK did not occur, everything was fine on the approach until, as I say, about 3-4 DME when all hell broke loose?I was never anywhere near a stall situation.Very strange indeed..........Mark.

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1. Try first to use Bob Scott's FDE's2. Suppress or limit gound wind and windshears3. Right press the INIT button, press NEXT until you reach EPR page an increase teh value for elev trim accelleration to 0.00400Rgds, Sam

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It was a 332 and the landing weight was 330,000 so well within the max parameters.Mark.

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Ok, so I loaded in Bob Scotts' FDE & AIR file but, I still have the problem with the 332 climbing like a rocket, as it appears it has done for 12 months almost!Are there any fixes for the on-going issues in sight, or is the light at the end of the tunnel 'still' the train coming towards us?Mark.

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>Ok, so I loaded in Bob Scotts' FDE & AIR file but, I still>have the problem with the 332 climbing like a rocket, as it>appears it has done for 12 months almost!Proper installation of my alternative FDE requires that you replace both the aircraft.cfg and A332.air files. The new aircraft.cfg file needs the "fltsim.x" sections from the original PSS config file cut-and-pasted in where indicated in the file. A number of folks have erred by replacing only one of the two files (they have the same file names as the original PSS files).Otherwise, if you have done the install as described here, then I would check the station_load declarations in the WEIGHT_AND_BALANCE section of the aircraft.cfg file and make sure that the load is what you expect it to be and that it hasn't been dorked by a loader program. Keep in mind that this plane has nearly 140,000 lbs of thrust available at STP...when lightly loaded it has approximately the same thrust-to-weight ratio as an F-4 Phantom II fighter jet. Lightweight climbs in open climb mode will produce uncomfortably high deck angles as in real life. Also, the flex de-rate logic in the PSS MCDU is wrong...sometimes the MCDU-computed flex EPR turns out to be even higher than computed TOGA EPR. I've found that entering a value of 20-30 degrees *below* ambient temp in the flex temp block on the MCDU perf page will give a halfway reasonable flex power target for lightweight takeoffs and departures.The increasing airspeed on short final issue was reported by a few users of my FDE, with the fix being adjustment of the max acceleration value for "EPR using THROTTLE" (not elevator trim accel). The tuning pages are accessed by right-clicking on the MCDU's INIT key and then scrolling through the various pages with the NEXT key.>>Are there any fixes for the on-going issues in sight, or is>the light at the end of the tunnel 'still' the train coming>towards us?>>Mark.Maybe it's a Concorde landing light.RegardsBob ScottATP IMEL Gulfstream II-III-IV-V L-300Washington, DC

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Hi Bob,thanks for the reply.As you rightly suggest, i have replaced the original files with both of yours and not just the one, I've also cut and pasted the fltsim.x as directed.With regard to the climb performance, I use a take off performance calculator as provided by Roland Wukovits, which, as I'm now generally doing my simming for Emirates in the Middle East, is providing me with flex settings of around 54 with the OAT being in the low to mid 30's and a QnH of around 1008-1012. What do you think of that setting?My flights are generally around 3-5 hours long so I am quite light on take off. I was wondering if the setting, although possibly correct, was too high to run with the PSS MCDU i.e it calculates incorrect EPR?I use the PSS load editor which seems to be giving me the correct ZFW therefore I don't think this is an issue?Thanks again.Mark.

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Ok, just got a substantially more realistic climb out performance..........TOW = 186,900 KG'sV1 131 VR 131 V2 140FLEX @ 54 Deg.However I didn't use this flex figure, I used Bob Scotts theory about reducing the FLEX by 20-30 deg. below OAT so;OAT = 29 therefore I made the FLEX TEMP 05 deg. I got a much smoother rotation and climb, around 4000-4500 ft/min bearing in mind it was still a fairly light aircraft.The unfortunate thing is, although the rotation and climb are more realistic, now the FLEX TEMP input setting isn't, sigh......PSS, is there any chance of a patch for this problem so the MCDU calculates the correct FLEX EPR using the correct FLEX TEMP setting that is entered?Mark.

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