Guy's come on, what the OP was actually asking for was will the 777 'control laws' be implemented. FBW is already there, even on the default cessna.

 

To the OP, yes FBW, control laws & the limited envelope protection on the 777 will be there, no reason for PMDG to leave it out.

 

Here's some info to put you all to sleep ;)

 

The 777 has Normal, Secondary and Direct flight control modes.

 

It has 4 actuator control electronics (ACEs), and 3 primary flight computers (PFCs).

 

NORMAL MODE.

 

The ACEs receive pilot control inputs and send them to the PFCs. The PFCs verify the signals and info from other systems to compute control surface commands. These commands are returned to the ACEs. The ACEs then send enhanced signals to the flight control surface actuators.

 

With the A/P engaged, the A/P sends commands to the PFCs in a similar manner to pilot control inputs. The pilot controls move to indicate what the A/P is doing.

 

Normal mode also offers envelope protection for:-

 

-stall

-overspeed

-roll envelope bank angle

 

SECONDARY MODE.

 

When the PFCs can no longer support normal mode due to faults or lack of reqd. info from other systems, secondary mode is activated.

 

The ACEs still receive pilot control input, and send this to the PFCs. But now the PFCs use simplified computations to generate control surface commands. These are sent back to the ACEs, and are then sent to the control surface actuators as in normal mode.

 

Secondary mode affects handling qualities. The elevator and rudder are more sensitve at some airspeeds.

 

The following are inop in secondary (and direct) mode:-

 

-A/P

-Auto speedbrakes

-Envelope protection

-Gust suppression

-Thrust asymmetry compensation

-Yaw damping (degraded or inop)

 

DIRECT MODE.

 

When all 3 PFCs fail, the ACEs go to direct mode. The PFCs no longer generate control surface commands. Pilot inputs received by the ACEs go directly to the control surface actuators. Handling qualities are similar to secondary mode.

 

Direct mode can also be manually selected (secondary cannot).

 

Finally there is mechanical back up in the event of total electrical shut down. Cables run to the stabilizer and selected spoilers to enable straight and level flight until electrics are restored.

 

I love you guys. Airbus (EADS) and Boeing Industries happen to be the two largest aircraft manufacturers in the world. Both have awesome safety records in systems logic, redundancy and durability.

 

Believe it or not, I live in this virtual world, where I like to fly each. It is good for my brain, skills and procedures.

 

Full marks to those developers that take the risk and make us some of one, or the other. I'm their customer. As to which is better, I gave that contest up in the bathroom at school when I realised I was well out-pointed.

 

And because it is a virtual world you can make the choice that suits you.

 

I have real world pilot friends, some fying the A320 the others the B737NGX. They all love what they do, and say it beats the hell out of flying circuits with trainess pilots.

A very good description of the 777 FBW is here:

 

http://www.davi.ws/avionics/TheAvionicsHandbook_Cap_11.pdf

 

Guy

Boeing's FBW is much better than Airbuses, here's why, you have more control!

 

Well when you feel the need to bank to 67 degrees, pitch up to 30 degrees or stall an airliner, and you can't due to protections, you can come here and say that they're limiting.

 

What people don't seem to realise is that in most pilots careers, you'll never even come close to being limited by protections. I've been flying Airbus aircraft since 1994, and not once have I reached a point where I have hit the flight envelope protection. As Rob said, if things do gt really screwed up, we revert to Alternate or Direct law, and have just as much control over the aircraft, and we can bank left and right till the cows come home.

 

But this notion that you want to "control" the aircraft past 67 degrees of bank is nonsense, if you've rolled through 67 degrees, I've got news for you, you're no longer in control....

 

Rónán O Cadhain, A330/A320 Captain.

Well ...

 

I know I was joking ha. I agree with what you say but I'd never pass a serious judgement until flying both in the real world.

I know I was joking ha. I agree with what you say but I'd never pass a serious judgement until flying both in the real world.

 

Good to know, though your initial post was extremely derogatory, hopefully you'll be granted the opportunity to fly both in your lifetime.

 

Best of Luck,

Ró.

Good to know, though your initial post was extremely derogatory, hopefully you'll be granted the opportunity to fly both in your lifetime.

 

Best of Luck,

Ró.

 

I've always said I'd be happy with either 737 or 320 for my first job. I went in a BA A319's Flight Deck a month ago, loved it! Very roomy. Cheers!

I've always said I'd be happy with either 737 or 320 for my first job. I went in a BA A319's Flight Deck a month ago, loved it! Very roomy. Cheers!

 

I am sure you would.. but I doubt your first job would be on either.. For most pilots it takes years to get into a A30 or 737

PMDG have already released a product with Control protections in the MD11. The MD11's LSAS (Lateral Stability Augmentation System) while not a true "Fly by Wire" (MD11 controls are cable-to-hydraulic) does have the ability to "hold current pitch attitude" (ie stop the aircraft naturally tending to a phugoid oscillation) by adjusting the elevator by around 5 degrees deflection, all without pilot input and with the "Autopilot" off.

 

LSAS also supplies overspeed and stall protection, pitching up to avoid overspeed when it exceeds Vmo and down to avoid stall around Stickshaker aoa.

 

LSAS has 2 channels which can be disconnected manually by switching the white bars on the AFSCP (MCP to Boeing nuts). Fail modes will also require the LSAS to be disconnected to silence the LSAS FAIL alerts. With the LSAS off, the stability of the aircraft is reduced, as the LSAS system was automatically stabilizing with small elevator movements based on the IRS and ADC Air Data Computers with a much faster reaction speed than any human.

 

Due to the configuration of the MD11, especially it's small elevators, designed primarily to reduce drag... the aircraft's stability is reduced compared to other designs, and suffers from a reduced, or limited elevator authority. LSAS addresses this issue.

 

If PMDG can do this with the MD11, I'm happily confident that the 777 will include at least as much detail, and likley more.

 

Trent Hopkinson

I am sure you would.. but I doubt your first job would be on either.. For most pilots it takes years to get into a A30 or 737

 

Not entirely true. In Europe (JAA) anyway as for example, Ryan Air have cadet programs for qualified fATPL/CPL Students. I believe they pay for the TR on the NG and you need to stay with them for a set number of years to pay it off, or if you leave you'd have to pay what's left up front.

 

I didn't mean to sound "my first job will either be boeing or airbus", I will fly whatever the Airline that hires me offer me to fly! Could be a Dash-8, could be an A320, could be a B737, could be a B757 or even a King Air!

 

However in the States I know you have to build yourself up more. I'm only doing my PPL here in California, the rest will be at CAE OAA back in the UK to do JAA fATPL/CPL as I wouldn't like to commercial here in the states personally.

Yes, what you describe is a form of FBW, but I don't know of any digital FBW control system that does not modify the controller input in some way. Perhaps you do?

 

Car drive-by-wire steering systems are direct input systems.

Airbus FBW "Direct Law" is also a direct input system.

RC vehicles are direct input systems.

 

Also as stated earlier, PMDG could already override the FSX direct input system since the MD11. The 737 also uses this override for the CWS.

 

There is absolutely no reason to believe that PMDG will not implement flight envelope protections. However, most people will not notice these as the 777 flight envelope protection features are very streamlined compared to Airbus FBW types.

I've always said I'd be happy with either 737 or 320 for my first job. I went in a BA A319's Flight Deck a month ago, loved it! Very roomy. Cheers!

Yup, if there's one thing Airbus do great it's cockpits. Certainly in comparison to the 737CL I used fly, the Airbus flight deck is far roomier and airier, it helps a lot to reduce fatigue on days where you have many sectors....

 

Not entirely true. In Europe (JAA) anyway as for example, Ryan Air have cadet programs for qualified fATPL/CPL Students. I believe they pay for the TR on the NG and you need to stay with them for a set number of years to pay it off, or if you leave you'd have to pay what's left up front.

BAHAHAHAHA, Ryanair, pay for something?!?!?!? Sorry to disappoint mate, but Ryanair's "Cadet" scheme involves you paying over the market value for a type rating, and then being flung about Europe for years to randoms bases at the drop of a hat with absolutely no form of compensation.

Want your inflight meal, you pay for that. The company uniform, oh yeh, you pay for that. Car parking at the airport, yup, you guessed it, you pay for that. Your legally required recurrent sim training, yup, again, you pay for that. Company ID badge, you again.... Not that you can't do it, many people use Ryanair as a leaping board for the like's of Emirates and Ethihad, but stay there any longer than oooh, 4 years, and you'll be begging them to let you go. There is no bonding though, just so ya know, so you're safe on that front...

 

Hope I've opened your eyes a bit to the world of LCCs,

Rónán O Cadhain.

BAHAHAHAHA, Ryanair, pay for something?!?!?!? Sorry to disappoint mate, but Ryanair's "Cadet" scheme involves you paying over the market value for a type rating, and then being flung about Europe for years to randoms bases at the drop of a hat with absolutely no form of compensation.

Want your inflight meal, you pay for that. The company uniform, oh yeh, you pay for that. Car parking at the airport, yup, you guessed it, you pay for that. Your legally required recurrent sim training, yup, again, you pay for that. Company ID badge, you again.... Not that you can't do it, many people use Ryanair as a leaping board for the like's of Emirates and Ethihad, but stay there any longer than oooh, 4 years, and you'll be begging them to let you go. There is no bonding though, just so ya know, so you're safe on that front...

 

Ah right wasn't one hundred percent on the type rating situation. Yeah I hear what you're saying about a leaping board to EK, I know a couple who have done it. What they offer is fantastic and I wouldn't think twice if I had the experience! I'm not going to pass comments on Ryan Air as I've never even flown with them, I was just using them as an example to show that in Europe you can in fact jump straight onto an NG.

I was just using them as an example to show that in Europe you can in fact jump straight onto an NG.

Well yeh, that part was correct, we're not too big on regional airlines here like yee are in the states, the vast majority of our short haul flights are done on the likes of A320's and B737's.

 

Ró.

Well yeh, that part was correct, we're not too big on regional airlines here like yee are in the states, the vast majority of our short haul flights are done on the likes of A320's and B737's.

 

Yeah they love their Regional Airlines over here. However I do miss seeing all the British Airlines like BMI, Monarch, Easy, Thomson, FlyBe. Where I train (John Wayne Airport) is caked in SWA, US Airways & AA. Sick of them ha. I try and get a flight around 1600-1700 as that's when the Fedex A300 comes in (biggest thing that flies in) Being from around Heathrow my whole life the A300 is small to me! Best thing about doing my PPL here is my voice on ATC, kills all the yanks accents! Probably the only person that's ever said "Decimal" :LMAO:

 

 

This was the best opportunity I've got, made me wait in the run up, no problems with that!

 

Okay, we were talking about FBW right? :LMAO: