Apologies if this has been asked. Forum search is slow.On the Airbus, has anyone else seen this:- Rudder moves while on the ground but not while in flight. I use CH Pro rudder pedals. Ground steering works but I cannot yaw the aircraft while in flight with the rudder. It stays centered.- Clicking on VORD illuminates the green light and changes the writing under the button to CSTR. Clicking again turns the light Off and the writing changes back to VORD. CSTR is a button on the left. - Cannot turn Off Flight Director (FD). Green light stays illuminated when clicked. Only way to turn Off FD is to turn On the AP.Regards,SD

Yaw Damper engaged, by any chance? Because that's what the yaw damper does. ;)Allcott

I also expeirence this problem.I dont know how to rectify.would appreaciate comments too

Don't ask me. I can barely fly the A321. On short final, something "takes over" control (FBW???) and pitches me down.RhettAMD 3700+ (@2.5 ghz), eVGA 7800GT 256 (94.47), ASUS A8N-E, PC Power 510 SLI, 2 GB Corsair XMS 3-3-3-8, WD 250 gig 7200 rpm SATA2, CoolerMaster Praetorian

Allcott,Would you mind pointing to where you disable the yaw damper on the Airbus. Just telling me to check it isn't providing much help.By your comment I take it the yaw damper "disables" rudder inputs? Or does it dampen rudder inputs? As I mentioned, in flight there is no rudder deflection when the pedals are pushed.SDFYIYaw Damping is provided by two completely independent dampers which can be operated singly or simultaneously. The prime function of the system is to minimise Duch Roll by providing automatic rudder displacement proportional to and opposing the amount of yaw experienced. One yaw damper controls the upper rudder the other the lower. Each yaw damper has an associated coupler which operates as a rate gyro and senses yaw. The damper system then provides the necessary rudder movement to oppose and damp out the yaw. Rudder displacement resulting from yaw damper input is limited to 5 deg to prevent full rudder being applied in the event of a yaw damper malfunction. The lower yaw damper is powered electrically from the Essential Radio Bus, upper yaw damper is powered from the No 2 Radio Bus. Two yaw damper warning flags on the rudder and elevator position indicator are biased out of view when the respective yaw damper is engaged. Some aircraft have green lights instead of the warning flags, lights are green when the damper is engaged.Each yaw damper controls it's associated rudder through a transfer valve on the rudder power unit. The upper damper uses system B, the lower damper system A. The loss of either hydraulic system pressure will result in the loss of the associated yaw damper. If this occurs a loss damper disengaged warning will NOT occur. The only common circuitry between the yaw dampers and the autopilot is an interlock that requires at least one yaw damper to be on in flight before the autopilot can be engaged.

>Don't ask me. I can barely fly the A321. On short final,>something "takes over" control (FBW???) and pitches me down.>>Rhett>>AMD 3700+ (@2.5 ghz), eVGA 7800GT 256 (94.47), ASUS A8N-E, PC>Power 510 SLI, 2 GB Corsair XMS 3-3-3-8, WD 250 gig 7200 rpm>SATA2, CoolerMaster PraetorianRhett,I've had the exact problem, and would love to hear if others have had the "pitch down" problem in the Airbus on short final...very disconcerting...and I can't figure out if it is something on my end...I disabled autopilot, auto-thrust, etc.Any Airbus experts on this?ThanksBillKBDL

Yes, I flew a circuit today at KPHX and on short finals the A321 made a dive for the threshold. I ended up disconnecting A/P and manually landing. As for the Yaw Damper, I am wondering if this is a function of the A/P overriding your control inputs. Not sure.Mark.

It's supposed to do that. The Airbus is trying to get you to flare.http://www.chipsplace.com/helpful/Airbus/F...%20Controls.htm -- See "Normal Law", look for "Flare Mode"

In Soviet Russia, plane flies you!Sorry.Anyway, yes, the Airbus cues actions from you on approach, and will (if I remember correctly) engage TO/GA if certain parameters aren't met.Any Airbus pros wish to elaborate?-Jeremy Burchhttp://home.earthlink.net/~dawgfighter/sit...es/swvasig1.gifSWVA4806 http://www.virtualswa.com/home.phpThe Ozark Dogfighter http://forums.avsim.net/images/wedge.gifHappy Flying!

I thought Airbuses didn't really flare much. They just kind of fly down, unlike a Boeing.I always hand-fly approaches and landings. If this is some FBW stuff, I'd like to know.RhettAMD 3700+ (@2.5 ghz), eVGA 7800GT 256 (94.47), ASUS A8N-E, PC Power 510 SLI, 2 GB Corsair XMS 3-3-3-8, WD 250 gig 7200 rpm SATA2, CoolerMaster Praetorian

Airbus don't flare as Boeing's does. That's why Airbus "simulates" the ground effect by computer (also in real aircraft) so the pilot has to flare the aircraft.As I can see, Microsoft implementented a basic fly by wire system for the airbus. when you look at the ailerons in flight (best in wing view), you can see that these don't move with your stick in direct way. The same thing with the pitch.Regards,Andreas

Rhett,You're correct, the airbus wing, particularly with landing flap set is so efficient that a large flare (a la light aircraft and to a lesser extent Boeings) is not required. A pitch change of between 2 and 3 degrees is normally enough.In the real aircraft, normal procedure is to close the thrust levers at the 30ft call, which, co-incidentally, I think is when the flare mode activates and the computer starts winding the pitch trim forward (so the pilot has to add some rearward stick like he's flaring).Again, in real life, the winding forward of the trim is barely noticeable to the pilot flying (and the other guy only notices it if he looks at the trim wheels). It most certainly won't give you some kind of death dive on short finals.Now I don't have FSX yet (I'm letting you talented guys figure out how to make it work right :-)) so I can't comment on the Airbus FBW controls as implemented in the sim, only on the real thing.Just one comment about flying the Airbus for real though...FLY IT LIKE A NORMAL AIRCRAFT.If you try and second guess the FBW system and try and be clever you will (and I can almost guarantee this) bugger it up. Fly it like a normal aircraft and pretend the FBW system isn't there, it'll fly just fine.Of course, as ever, there's an exception to this... in blustery winds very close to the ground it's a bit of a handful. Remember that full stick deflection *isn't* full control deflection and remember that the roll and pitch rate you are commanding with the sidestick is easily achieved by the powerful controls. If it's not doing what you expect then wait a second, let go even, it'll come back. It's very easy to get into some serious PIO, particularly in roll. I saw an Air France A320 nearly scrape an engine (or indeed dig a wing tip in, it was that much roll) the other day coming into Heathrow (all the more scary because if he had and then come off the runway he would have hit us!). There's also a now (in)famous video of the TAP Airbus doing a go around.Hand flying approaches and landings in the Airbus should be much easier with the FBW system but don't think too much about the FBW system.Hope this helps,Ian

The easyFBW addon was a lot more accurate to the feel of a C* FBW system then the MS one is. The controls are too slow, sluggish and unresponsive, the overspeed protection doesn't work and the system cannot hold any attitude to save its life. My advice is bring up the overhead panel, disable ELACs (ELevator and Aileron Computer) 1 and 2 and revert to direct law (in reality its alternate), then it handles a lot more responsively.

Thanks for the real aircraft info, but could someone check and report if they have the same problems as I noted on the original post.Don't want to send an email to MS if the problem is an operator issue.Regards,SD