Hi Metzgergva,your N1 values appears corrected, maybe I should try an ILS approach at the rwy where you was approaching because, maybe, in spite of in real life LIMC rwy 35R glide path, according with charts, should be a standard 3 degree path in FSX world maybe is different giving me that odd N1 setting..If a can well remember by observing a STG VOR on your ND and a rwy 25 hdg your airport should be Stuttgart (Germany) could you confirm that?Have you used standard fsx scenery for this airport?Best RegardsAndreaPardon..rwy 07 being your heading 073!Andrea

Executed an approach to rwy 07 EDDS (ILS) I got the right numbers like Alexander told me (i.e. 56% N1) problably the fsx limc rwy 35R glide slope is steeper than normal 3°....Best RegardsAndrea Buono

I think I have the opposite problem. After SP1, both the 700 and the 800 accelerate on the glide. Setting up the approach at about 190kts, when I start to descent on the glide path, the plane starts to accelerate with both engines at idle. I must then go-around, climb at idle to slow down, set flaps and lower gear, and set up for another approach. With flaps 30 and gear down, the airplane behaves normal again.Didn't have this before SP1, never had a problem slowing down on the glide in order to follow the flap bugs. Even speedbrakes don't help much and you shouln't use them anyway during final approach.Anybody else or any idea where the trouble comes from?

I think I have the opposite problem. After SP1, both the 700 and the 800 accelerate on the glide. Setting up the approach at about 190kts, when I start to descent on the glide path, the plane starts to accelerate with both engines at idle. I must then go-around, climb at idle to slow down, set flaps and lower gear, and set up for another approach. With flaps 30 and gear down, the airplane behaves normal again.Didn't have this before SP1, never had a problem slowing down on the glide in order to follow the flap bugs. Even speedbrakes don't help much and you shouln't use them anyway during final approach.Anybody else or any idea where the trouble comes from?

I not sure why people have so much trouble slowling down but heres how I do it and it works for me. As I am descending on the glidescope I am at flaps 15 and 175 kts and as I get in close (about 8 nm out) I select VREF +5 plus half wind plus all gust, not to exceed 20 knots total, and lower the landing gear. With the speed bleeding off I select Flaps 25 at 160 knots and Flaps 30 at VREF then land.Only thing I can think of that is causing people not to be able to slow down is they have FSUIPC Axis and Calibration setup in such a way that it is interfering with the auto throttle. Which has happened to me before when I did not have things setup correctly. You could test this by handflying the approach and manually adjusting the throttle to see if you can slow down?

metzgergva: it has been discussed earlier & confirmed by PMDG that they used the Flight with Unreliable Airspeed Chart for programing the landing characteristics, which was somehow a blunder since Vref in that chart is +10. Shore it matches perfectly with Flight with Unreliable Airspeed Chart since that was the programing based on!But you aren't flying your approaches with Vref+10? so why did you test the Vref+10? Test Vref+5 and see what results you get!

Only thing I can think of that is causing people not to be able to slow down is they have FSUIPC Axis and Calibration setup in such a way that it is interfering with the auto throttle. Which has happened to me before when I did not have things setup correctly. You could test this by handflying the approach and manually adjusting the throttle to see if you can slow down?

Mmh, sounds interesting. Will check this out before my next flight

Prior to Sp1, the 30 and 40 flaps were based on that unreliable airspeed chart. The Sp1 update corrected the approach profile to match normal landing attitudes. Works like a charm now.

I did a complete reinstall and changed fsx location & now everything is working fine, 50-55% N1 for flaps 30,& the pitch is correct for flaps 30,40:)))So apologies & disregard my previous posts on this topic.

Don't forget, fsx is not a 'real' sim - you can't really compare it to anything for training. Otherwise we'd all be qualified big jet pilots, which of course is nonsense.

Of all the posts ever made in this forum, this is by far the most valid and salient. Ever. :) Keeps things in perspective!

Didn't someone once say "you have to slow her down to get her down"? I'm having similar challenges on landing but figure I'm just not getting the speed down soon enough.

I think the saying goes something like... you can slow down, and you can go down, but you can't slow down and go down together.The inertia of a big jet has traditionally been badly modelled in flight sim. One of the first to get it right, was the old PSS 777. Spoiler effectiveness was always over done too.I usually find myself at 170-180, and as soon as the glideslope is one dot above, I lower the gear, set VREF, or VREF+5 without the SFP, and lower flaps as required. No trouble decelerating this way.

I think I have the opposite problem. After SP1, both the 700 and the 800 accelerate on the glide. Setting up the approach at about 190kts, when I start to descent on the glide path, the plane starts to accelerate with both engines at idle. I must then go-around, climb at idle to slow down, set flaps and lower gear, and set up for another approach. With flaps 30 and gear down, the airplane behaves normal again.Anybody else or any idea where the trouble comes from?

RW the jet can sometimes stay on speed on the G/S with F5. Sometimes it takes F10 if you're heavy or if you've got a tailwind. There's no need to go-around just yet, simply drop the landing gear if the plane accelerates too much. When the speed is under control again, continue configuring.Or, as you approach the G/S (one dot below), go gear down/F15. At the FAF, set your final flaps.

RW the jet can sometimes stay on speed on the G/S with F5. Sometimes it takes F10 if you're heavy or if you've got a tailwind. There's no need to go-around just yet, simply drop the landing gear if the plane accelerates too much. When the speed is under control again, continue configuring.Or, as you approach the G/S (one dot below), go gear down/F15. At the FAF, set your final flaps.

Thanks for the tip! I thought about lowering gear to slow down, but in RW, what is the normal speed where gear can be lowered without too much discomfort for the passengers (like frightening noise levels). I thought this would be around 160 - 170 knots. Is it a common procedure in RW to lower the gear at 190 to 210 knots? I know structural problems won't occur at that speed.Maybe a stupid question, but I remember reading something about lowering the gear at 160 knots to avoid passenger discomfort, but can't recall where and even can't recall which type of aircraft this was about. Of course, virtual passengers aren't discomforted that easily, but realism can become a desease and I'm infected (and I think a lot of NGX users are).Cheers,Ralf

Didn't someone once say "you have to slow her down to get her down"?

I think the saying goes something like... you can slow down, and you can go down, but you can't slow down and go down together.

My dad always said 'and at the end they all come down', but then, there was no virgin galactic and I'm sure he ignored the space shuttle.

metzgergva: it has been discussed earlier & confirmed by PMDG that they used the Flight with Unreliable Airspeed Chart for programing the landing characteristics, which was somehow a blunder since Vref in that chart is +10. Shore it matches perfectly with Flight with Unreliable Airspeed Chart since that was the programing based on!But you aren't flying your approaches with Vref+10? so why did you test the Vref+10? Test Vref+5 and see what results you get!

I used those as these data are available. I also checked that the clean figures are correct and so in essence the wing (lift over AoA) is correct and the flaps lift is correct and drag (exept @40° which could be decreased slightly) is correct. With 10 kts less, to be at Vref, the pitch will increase to the typical values of any modern plane with slats, which is 2-3° on the glide. Now flaring by 3° then gives you 5-6° AoA at horizontal flight/touchdown which is a safe value with margin against stall and tail strike.