Hi Paul,

 

Yup, in the video, they clearly come on automatically as soon as the First Officer presses the APP button.

 

The three autopilot systems engaged when localizer AND glideslope are captured AND below radio altitude 1500ft, not when APP mode is armed. Then LAND3 comes green on the autoland status indicator when all conditions are true.

Did you have those conditions ? It may need some tests before sending a ticket to FF.

I have never performed a CAT III autoland with this aircraft.

 

Stephane

The three autopilot systems engaged when localizer AND glideslope are captured AND below radio altitude 1500ft, not when APP mode is armed. Then LAND3 comes green on the autoland status indicator when all conditions are true.

Did you have those conditions ? It may need some tests before sending a ticket to FF.

I have never performed a CAT III autoland with this aircraft.

 

Stephane

 

Usually already when the condition is being matched... but further testing should be done, yes...

The three autopilot systems engaged when localizer AND glideslope are captured AND below radio altitude 1500ft, not when APP mode is armed. Then LAND3 comes green on the autoland status indicator when all conditions are true.

Did you have those conditions ? It may need some tests before sending a ticket to FF.

I have never performed a CAT III autoland with this aircraft.

 

Stephane

APP mode is usually armed as soon as LOC is captured. This means APP mode is selected well before G/S capture and certainly well before 1500 RA. I doubt the pilot in the video was arming APP mode with these conditions having been met.

 

I think Henry mentioned he has a 767 Captain friend, who he will put the question to. We probably should know more soon, either way.

 

 

Will Reynolds posted a link to a Youtube video that explains the procedure correctly and echoes what I've been thinking was the correct sequence. Post #149...

i am stumped on the flight factor 767, ever since the update several days ago, i put my fuel amount in and it keeps saying i don't have enough fuel for the flight.i had setup a flight from eham to eddb about 550 miles, i put in 22,000 pounds, not enough fuel so i changed it to 40,000 pounds and still not enough fuel, because of this i can't use vnav because the calculations are all wrong.in the setup menu you have an option to choose from pounds or kilos but the little built in tablet shows in pounds anyway.

   Does anyone have any suggestions?

Hi Brett,

 

The CDU warning is a bug being looked at by FF.

 

Quote from FF .org support forum;

 

Thanks for all the responses everyone. I had a reply from Flight Factor support who acknowledge that this is indeed a defect. Their response as follows:

 

You can remove this alt restrictions and manage it through mcp altitude.
Thanks for your report!
It is known bug.
It happends when SID has some altitide restrictions which very limits normal climb profile. (In your example it are waypoints with restrictions on 5000 and 6000 feets.)
So, it will be fixed, more over, we going to rework all vnav stuff in next updates.
For now, to avoid this, you can remove those alt restrictions and manage alt via the MCP on this segment.

Gents, I just heard back from the 767 Check Captain. Here's his answers to questions I've seen on the forum so far:

 

LAND3 APP -

Once you press APP on the approach, all 3 autopilots kick in automatically only if you are at or below 1500ft. Above 1500 ft, only 1 AP is on, and you must manually arm all 3.

 

Engine Start -

Motoring the engine for more than 2 minutes will overheat the starter. Apply fuel flow at 18% to 20% N2. Starter is engaged until 50%.

 

There we go gents. From a 767 Check Captain.

Excellent news Henry, so now we know. Looks like FF have the correct behavior.

 

thanks for the follow-up.

Hi Brett,

 

The CDU warning is a bug being looked at by FF.

 

Quote from FF .org support forum;

 

Thanks for all the responses everyone. I had a reply from Flight Factor support who acknowledge that this is indeed a defect. Their response as follows:

 

You can remove this alt restrictions and manage it through mcp altitude.

Thanks for your report!

It is known bug.

It happends when SID has some altitide restrictions which very limits normal climb profile. (In your example it are waypoints with restrictions on 5000 and 6000 feets.)

So, it will be fixed, more over, we going to rework all vnav stuff in next updates.

For now, to avoid this, you can remove those alt restrictions and manage alt via the MCP on this segment.

thank you so much for the answer, i thought i was doing something wrong, glad it will be fixed in the future, love the ff 767 and only been with x-plane a short period of time, i haven't even flown in p3d because of this new plane, thanks again.

Gents, I just heard back from the 767 Check Captain. Here's his answers to questions I've seen on the forum so far:

 ........

 Engine Start -

Motoring the engine for more than 2 minutes will overheat the starter. Apply fuel flow at 18% to 20% N2. Starter is engaged until 50%.

......

So, since there is no electric starter as in an internal combustion engine, but rather the APU forces air into the engine (or the other engine if cross-bleeds are correctly set), this would explain why the second engine doesn't start if the critical time is exceeded for the first engine start- does that make sense? I had never thought of that....

 

The key might be what FF have allowed crank time to be in order to avoid an issue starting the second engine- either in seconds or N2 revolutions. Do we know that (the FF timing, not the real thing)?

 

Thanks, Bruce.

Regarding Autoland...

 

In the following video, towards towards 2:34:00, you'll see ( look at the radar altimeter reading ), that well bellow 1500' AGL, and way above 1500' Alt ( QNH ) a single A/P was enabled.

 

The pilot actually disengaged the A/P for manual landing, latter on, but, still, the 1500' theory didn't apply here ...

So, since there is no electric starter as in an internal combustion engine, but rather the APU forces air into the engine (or the other engine if cross-bleeds are correctly set), this would explain why the second engine doesn't start if the critical time is exceeded for the first engine start- does that make sense? I had never thought of that....

 

The key might be what FF have allowed crank time to be in order to avoid an issue starting the second engine- either in seconds or N2 revolutions. Do we know that (the FF timing, not the real thing)?

 

Thanks, Bruce.

The starter contains a turbine which is spun by the pressurized bleed air from the APU. The turbine drives a mechanical reduction gear mechanism and shaft which rotates the main N2 rotor. The starter itself can overheat if opertated continuously for too long - (bleed air is quite hot). However, a failure of the starter on one engine should not affect the starter on the other engine in any way. Not that it matters, because in r/w operations, if one engine experiences a starter failure, the aircraft isn't going to be going anywhere until the starter is repaired.

 

The most common cause of a hot start on a turbine engine is applying fuel too soon - not too late. On newer aircraft with full FADEC engine control, this is handled by the FADEC computer, which will not allow the fuel valve to open before the N2 speed has risen high enough to insure that sufficient air flow exists through the engine core.

 

Other factors that can lead to a hot start are starting with a strong tailwind - weak ignition - or problems with the start fuel nozzles which produce the fine "mist" of fuel for injection into the combustion chambers.

Question:  Are there still light leakage from the door at night for this FF 767?  I have their 757 when you fly at night or looking at the plane from the outside at night, there is are light pixels around the doors, which looks like there are light leakage, and the doors are not sealed.  This is of course one of the sloppiness of FF.  I complained about this at the Org forum but saw no response.  I feel burned big time with FF, I have the 777 and then the 757-200 but they sit uninstalled.  Both the 777 and 757 are unpolished products, which turned me off completely.

I  have not noticed that on my 757. If I did it would not stop me from flying this wonderful plane.