Hi Trevor

Just saw your post.  I am certainly following up on all the civil suggestions that were offered. 

I will go through all of the suggested remedies carefully and report back once I have had a chance to review them.

I have definitely had some gremlins in the works re controller button presses not working then magically working again with nothing actually being changed and a throttle controller issue that I believed was fixed but may not be - with things going on in the background in my last flight that I am not aware of.  This was my first flight in the 777 with Opus weather running in the background and I had no issues with the shorter test flights I had done previously.

I am sure a lot of this will get cleaned up and it will be a great programme but reports of better performance than the NGX just didn't eventuate with me.

In my case I was merely stating I was frustrated over some of these issues and admit I could have put my initial post a little more diplomatically.

"press the AP button on the right side of the MCP to engage the autopilot"

 

did you press the AP on the right hand side? I seem to recall having a similar situation by pressing the wrong AP. Good luck, nothing worse than spending a day trying to get in the air.

"press the AP button on the right side of the MCP to engage the autopilot"

 

did you press the AP on the right hand side? I seem to recall having a similar situation by pressing the wrong AP. Good luck, nothing worse than spending a day trying to get in the air.

 

Shouldn't be a difference. Even less of a difference than between the 1 and 2 Autopilot CMD buttons on the 737NG (x?), or one of the 3 *L/C/R* CMD autopilot buttons on a 747. 

 

On the 777 there are 2 autopilot engage buttons. one on the Captain side of the MCP, and one on the First officer side.

They both do pretty much the same thing, which is turn on the Autopilot.

 

This can't be a cockpit base problem in my opinion, it's gonna end up being hardware throttle, simconnect, fsuipc, weather injection type of stuff I nearly guarentee.

I'm so disappointed with your response. If he has an issue with the 777 then he does. If he is frustrated then so be it. GO TO THE CORNER!

Bang On Brother. I agree.

Tim,

 

I noticed that 777 is much more sensitive to throttle overriding the A/T than NGX.

 

While I'm sure I know the answers in advance, when you experienced this:

 

1) What was the physical position of your physical throttle?

 

2) What was the physical position of VC throttles?

 

3) Are you 100% certain A/T and A/P were armed?

 

 

 

I always put it at 50% and push the TOGA button ( can be program in the FMC) and let the VC throttle do the rest.When you press the TOGA button the AT is also activated.

Phy throttle 50% VC throttle is at either T1 or T2 depends on the weather and weight 

Tim, I had something similar happen to me. Think the problem is related to your hardware throttle. Let me explain.

 

I have the Jetmax 737 throttle quadrant. As such there is a setting within the FMC for the 777 and NGX that is for manual throttle (read that to mean your hardware throttle) over ride. There are three options in the 777, always, in hold mode and never. Now I had set mine to "never". Now unlike in the NGX, for this first 777 flight I had programmed a auto throttle soft disconnect for the button on the side of my throttle. This as you know leaves the auto throttle switch to "on" position on the MCP. Well as long as that MCP switch is on regardless of the soft disconnect being pushed if your setting in the FMC is set to never your manual throttle hardware will not respond or if it does it is very erratic. On finals I had to pause to figure it out and finally switched off the auto throttle switch on the MCP. As soon as I did that the throttles responded like they should. I think I need to set the FMC setting to always for the soft disconnect to work. Just an idea of what you might have had happen.

 

Sent from Samsung Galaxy Note 2

 

 

_{Thanks for everyone's input and comments.  I have deleted the FSUIPC ini and re calibrating things as we speak.  I have some stuff on this afternoon that is going to prevent me going much further until later in the day but will report back when I get a chance.}

_Cheers

_Tim

Good luck Tim, it does indeed sound like a throttle/FSUIPC problem.

 

Oh and don't forget to vote 

Hate to come to the party late but I too was having a problem with an abnormally high OAT using the NGX ... and after getting on the forum and bashing PMDG as if it was their problem ... I was pointed to the fact the FSInn weather was causing all of my problems with climb inefficiencies in the NGX.

 

It is possible that you might be running into the same thing.

 

Thanks Ryan, just saw your latest post, while frustrated I am not necessarily saying its PMDG fault.

 

"Who exactly tested this aircraft?  Did none of these issues crop up for you?"

 

"We have been told about this exhaustive testing regime, sorry but PMDG I don't see any evidence of it at this point in time."

 

You come in here with a poor attitude, insulting PMDG and the testers, and then play innocent and get mad when people respond with an attitude back?

...I have read the manuals, FCTM...

I'm willing to bet you like many others didn't even bother to look through any documentation...

I'm guessing that you didn't read the whole original post before hitting reply.

 

Other than that, I agree that this is more than likely a FW throttle issue. Opus is also sometimes quite quirky. That is why I use FSGRW or AS2012 when flying jets.

I'm guessing that you didn't read the whole original post before hitting reply.

 

Other than that, I agree that this is more than likely a FW throttle issue. Opus is also sometimes quite quirky. That is why I use FSGRW or AS2012 when flying jets.

Completed around 6 flights all using opus with time compression long range. No problem at all 

I think the 777X has a bit of autothrottle problems. See my thread I posted yesterday: http://forum.avsim.net/topic/419170-at-problem-with-goflight-tq6-adv/

 

Sometimes the AT has also difficulties to hold the selected speed and the aircraft gets into overspeed.

The OP is only asking for some help. Isn't this what the Avsim Community is all about, assisting and helping with our own relevant knowledge/expertise? Why all the oft-repeated ' RTFM' et al references? The OP has a real-life ATPL, which is far MORE than what we mere desktop jocks have. Let's respect that.

 

Hope you get it all sorted, Mr Carter.