Let's go back to your original post, shall we? There, you state:

I've tried the MD11 and voilá it keeps the bank´as it should be in real life.

The MD11 modeled by PMDG has RCWS. That is why it keeps the bank. Please see this post.

O.k. I assume you never flew one of these mentioned aircrafts in real life, you better do so before making statments!I'm not talking about CWS.Btw the 737 does NOT need CWS to be engaged to hold the bank! Try a real simulator and you will get a clue...

No. I have not flown these birds in real life. But, at least I've flown a real airplane. Maybe YOU should get clue, no?

Maybe its just my Flightsim but when you fly the real 747, the bank stays as long as you do not turn your yoke in the opposite direction.

So are you claiming to have flown a real 747? Forgive my disbelief...

Let's go back to your original post, shall we? There, you state:The MD11 modeled by PMDG has RCWS. That is why it keeps the bank. Please see this post.No. I have not flown these birds in real life. But, at least I've flown a real airplane. Maybe YOU should get clue, no?So are you claiming to have flown a real 747? Forgive my disbelief...

Thats fine as my question was if any other had the same issue in FSX, not how it behave it in real lifecause I know it.But then my question is answered.Thanks Sven

Hi,The reason it wants to roll wings-level is because of the dihedral effect of the wing. It is called positive static spiral stability and is a desirable handling quality. It helps reduce the chances of the aircraft getting into a spiral dive or catastrophic dutch roll. Combined with directional stability (yaw), the result is that if you yaw left (with neutral aileron input, or the aircraft suffers an upset in this direction), the aircraft will naturally roll to the right, countering the yaw effect, with the resultant side-slip causing the aircraft to return to wings level. It will eventually stabilize at wings level with no yaw (or could enter dutch roll, depending). Conversely, if it yaws right, it will roll left with similar results.Dihedral increases the chances of dutch roll, especially at high altitudes and low air-speeds. This is why aircraft are generally fitted with yaw dampers, to help counter the tendency. The sweep of the wing also helps to counter dutch roll.The little bit of aileron you have to keep holding to maintain a bank angle other than wings level is called hold-off bank. If you make no rudder input, you will have yaw in the opposite direction, and you will be side-slipping the aircraft (not good either). It is why you fly coordinated turns using the rudder; the rudder is used to counter the natural yaw tendency due to the dihedral effect. Without it, the aircraft would side-slip with negligible or no turn tendency, and will maintain a constant heading (unless you kept rolling then you'd be slipping the turn, which again is not good).This topic is miles deeper than I could write in a single post, but this is the crux of it, and only applies to normal flight (e.g. typically no more than 33 degrees of roll; aircraft behave different at or beyond this point, and either act positive, neutral, or even negative, and is also affected by overall design, angle of attack and airspeed to give different handling qualities in different flight regimes).If you want to learn more, get a book (or several) on aerodynamic theory.@rgamurot: you need to hit the books again regarding yaw dampers.

It actually has nothing to do with wing design, its more a aircraftsystem question.

No, it is first and foremost an aerodynamics question. Throwing FBW and other flight control systems in there just complicates the matter. NASA have a Gulfstream V that handles just like the Shuttle for example. :) Looks like a Gulfstream, but it sure doesn't handle like one. Same with the Alpha Jet ATS - it can be configured to simulate the characteristics of just about any fighter you care to name (and is used for this purpose).

When you bank the aircraft 30° it stays there until you bank opposite.This is the case in allBoeingmodells(at least 737,747,777)

The aircraft can be designed aerodynamically to have neutral static spiral stability at say 30 degrees, in which your observation is correct. In the case of Boeings, this is the case (and is the case with most large commercial aircraft). Below 30-33 degrees, it is usually positive, and it depends on the aircraft as to what it is beyond 30-33 degrees. This is where FBW and other flight control systems come in, along with the design of the aircraft itself.Best regards,Robin.

Thats fine as my question was if any other had the same issue in FSX, not how it behave it in real lifecause I know it.But then my question is answered.

Okay. Well, you can choose to believe what you want. Nothing we say will likely make a difference.For my part, I choose to believe that the PMDG models are relatively accurate... especially given the fact that REAL airline captains have participated in defining the model behaviors. But, what do THEY know? :(

Just want to add something so as not to confuse some readers. During flight (let's just take the 744 as an example) You do not add any rudder input yourself during turns. Rudder control is done through the yaw damper.The only time you should make a rudder input is in a engine out or de-crab situation.Regards

Okay. Well, you can choose to believe what you want. Nothing we say will likely make a difference.For my part, I choose to believe that the PMDG models are relatively accurate... especially given the fact that REAL airline captains have participated in defining the model behaviors. But, what do THEY know? :(

You name it "relatively accurate".They are working within limits of a plattform.As I'm instructing on real 747-400 Simulators I can assure you its not as it is on a real 747, but I think its enough said about that and as I told it earlier my question is answered.Anyway happy flying ;-)

This is a hobby forum therefore not many have solid background on flight mechanics and aircraft stability and control. The mode is a lateral-directional dynamic stability mode called spiral stability. I'll let current RW B744 pilots comment on real versus simulated behaviour of this aircraft.Below is an introductory textbook paragraph, which explains the basics of spiral stability for your perusal.STABILITY CHARACTERISTICS - THE SPIRAL MODESpiral StabilityCharacteristics of the spiral mode of motion have some influence on overall lateral directionalflying qualities, although the influence is generally small in relation to othercontributions. The pilot generally is satisfied if the spiral mode is neutral, convergent, orslightly divergent. However, if the spiral is very divergent, such that bank angle changesresulting from external disturbances or inadvertent control inputs build rapidly, the pilot isrequired to devote some attention to controlling the spiral motion. Therefore, the timeduration which the pilot can devote to other duties are correspondingly shortened. A verydivergent spiral mode can make long range cruising flight and instrument approaches ordepartures extremely frustrating for the pilot, particularly in turbulent air.A divergent spiral mode normally is accompanied by longitudinal trim changesresulting from airspeed increases. These airspeed changes may cause correspondingchanges in some speed-dependent stability derivatives(Clb.Clr) which may alter the spiral characteristics. Different spiral characteristics may be observed if airspeed is allowedto vary instead of restraining it at trim.

Nice post, Opher!Best regards,Robin.

Just want to add something so as not to confuse some readers. During flight (let's just take the 744 as an example) You do not add any rudder input yourself during turns. Rudder control is done through the yaw damper.The only time you should make a rudder input is in a engine out or de-crab situation.Regards

Thank you, did not know this.Rob Belach

You name it "relatively accurate".They are working within limits of a plattform.As I'm instructing on real 747-400 Simulators I can assure you its not as it is on a real 747, but I think its enough said about that and as I told it earlier my question is answered.Anyway happy flying ;-)

Don't know the real 747 but at least the 767 keeps it's bank angle of e.g. 25degThat has nothing to do with plattform limitations.If the real 744 keeps the AOB and the FSX version doesn't, it's simply bad programming.BTW, the 'real' 767 sim is much more a procedure trainer than a flight simulator.There are quite a few surprising handling differences between the sim and the real planeRegardsBernt Stolle Capt Boeing 767 Austrian Airlines

Don't know the real 747 but at least the 767 keeps it's bank angle of e.g. 25degThat has nothing to do with plattform limitations.If the real 744 keeps the AOB and the FSX version doesn't, it's simply bad programming.BTW, the 'real' 767 sim is much more a procedure trainer than a flight simulator.There are quite a few surprising handling differences between the sim and the real planeRegardsBernt Stolle Capt Boeing 767 Austrian Airlines

You're right, thats what I'm talking about.I'm on the 737, 747 and 777 at LH Flight Training and its the same as to the 767, which I never handled btw.Regards Sven

Don't know the real 747 but at least the 767 keeps it's bank angle of e.g. 25degThat has nothing to do with plattform limitations.If the real 744 keeps the AOB and the FSX version doesn't, it's simply bad programming.BTW, the 'real' 767 sim is much more a procedure trainer than a flight simulator.There are quite a few surprising handling differences between the sim and the real planeRegardsBernt Stolle Capt Boeing 767 Austrian Airlines

That goes for pretty much every multi million $ LVLD sim out there. Quite a few simmers are under the impression those things are a replica of the real thing. They are only accurate up to certain point, the main function is to teach CRM,procedures,handling of emergency situations etc.Sven, let me get this right, your training to fly the 737,747,777???? sorry if I have misunderstood

That goes for pretty much every multi million $ LVLD sim out there. Quite a few simmers are under the impression those things are a replica of the real thing. They are only accurate up to certain point, the main function is to teach CRM,procedures,handling of emergency situations etc.Sven, let me get this right, your training to fly the 737,747,777???? sorry if I have misunderstood

Thats almost right;-) I make preparations for airline assesments and also for normal aviation enthusiasts who likes to fly a real simulator.

Thats almost right;-) I make preparations for airline assesments and also for normal aviation enthusiasts who likes to fly a real simulator.

Ah ok makes sense, I have a similar job but on the A320 and classic 737 frieghter, I used to have access to a L1011 sim that was great fun :) BTW I plan on booking some time on the LH MD11F sims, no chance of a discount? ;)

Ah ok makes sense, I have a similar job but on the A320 and classic 737 frieghter, I used to have access to a L1011 sim that was great fun :) BTW I plan on booking some time on the LH MD11F sims, no chance of a discount? ;)

;-)maybe 10% than you have to give me your details. I'm on the 737 classic and A320 also, but for the MD11 you have to go to Frankfurt and I'm currently in Berlin.But the discount is possible neverless...