I think there is still yet a lot of work to be done. Anyone who calls this study level or even better than Aerosoft maybe looked at screenshots of it and nothing else...

20 minutes ago, JasonPC said:

I think there is still yet a lot of work to be done. Anyone who calls this study level or even better than Aerosoft maybe looked at screenshots of it and nothing else...

Of course it's not near study level at the moment but you need to realize, they've been working on it for just over a month. Given time and a bit of support. they'll get there.

Just now, airlinejets said:

Of course it's not near study level at the moment but you need to realize, they've been working on it for just over a month. Given time and a bit of support. they'll get there.

Don't believe anybody is suggesting it is study level. For the most part, it handles quite well. Specially given the Asobo limitations.

11 hours ago, ShawnG said:

Ok, possibly a fair point, but why are you cutting a/t off? That’s not really how the Airbus is meant to be flown.

I can say it definitely depends the pilot's preference and I'll explain why. Some have noted that company SOP may force it, but I have yet to experience that when it comes to landing. A friend of mine once said that if his AT is inop on the 757, company would not allow dispatch. Must be a fuel conservation thing. Even in the Air Force we were allowed to do what the flight manual allowed in varying situations. Let's start with the mention of "all on or all off" with AP/AT. Some have probably mentioned this, but here is the one reason you may see that recommendation. We had that recommendation in the DC-10 and here is why. Low hung engines have the ability to induce pitching moments. Powerful low hung engines can be a handful. The DC-10s ATS had this thing where if you were 5 knots fast or 5 knots slow, they would go to the max either way. 5 knots slow, they are headed to the limit, 5 knots fast, they are headed to idle. As you can imagine, this leads to a lot of engine surging which required you to do a lot of pitch inputs and trimming. It was very annoying in gusty and turbulent air, so you just turned it off. In fact, there was a turbulence button on the flight guidance panel that would basically freeze the AP and AT to allow you to fly pitch and power. Other manufacturers may make this a limit, but usually it's a recommendation depending on the type. Now let's look at landing.

During landing, most systems will focus on a set AGL on the RADAR altimeter to command a set rate to bring the throttles to idle. These systems usually go hand in hand with the auto land system. In the DC10 and the Gulfstreams, this happens at 50FT AGL. In the DC10 and in the Gulfstreams, you are allowed to land with the AT engaged. Here's why most don't like it. In my experience, the reduction is slow. During reduction, it doesn't care about what the plane is doing or what the winds are doing, it's going to target it's programed time and rate. I would demonstrate to new peeps how this impacted landings. Basically, the rate was slow which led to floating and a longer touch down point. Also, once you have learned to finesse your landings, that set time and rate won't match up with what you might use given the situation. 

It's not surprising to me that I rarely seen peeps land with the AT on outside of demonstrations. I seen it once in a GV and it was because he forgot to turn it off. He landed long and looked confused and I told him he had the AT on. Totally legal, but from that point, I mention the AT is still on passing 50FT now days.      

Hey Rick, thanks for the insight. Loved the DC-10 since I was on my first transatlantic flight in 1992, in the "Luxury Liner". Being a kid, I hadn't heard of the accidents that made American hide the type of the plane on the fuselage.

22 hours ago, JRBarrett said:

I have certainly never seen any uncommanded banking tendency.

I have seen it a lot. Right in the flare, the jet starts to roll right and will not respond quickly to my counter full left roll input. Pretty much ruins the landing.  I land with with AP/AT off just as I do in real life. It reminds me a little of G3s at touch down in heavy crosswinds. When the roll assist spoilers become ground spoilers at touch down, you have to add in more aileron to offset. You also have to get her under control and ease into the reversers. There is no rudder pedal steering in that jet so it gets a bit squirrely because the reversers spool up at different rates and they blank out the rudder. You have to have crosswind controls locked at touch down, get the weather vane under control and ease into full reverse. Even then, it's very manageable unlike the banking tendency people have mentioned. I admit I do have the liveries installed, would that cause an issue? 

Also, is there something some where in the file to tweak to keep this from happening? I think it has something to do with winds.

   

4 minutes ago, G550flyer said:

I have seen it a lot. Right in the flare, the jet starts to roll right and will not respond quickly to my counter full left roll input. Pretty much ruins the landing.  I land with with AP/AT off just as I do in real life. It reminds me a little of G3s at touch down in heavy crosswinds. When the roll assist spoilers become ground spoilers at touch down, you have to add in more aileron to offset. You also have to get her under control and ease into the reversers. There is no rudder pedal steering in that jet so it gets a bit squirrely because the reversers spool up at different rates and they blank out the rudder. You have to have crosswind controls locked at touch down, get the weather vane under control and ease into full reverse. Even then, it's very manageable unlike the banking tendency people have mentioned. I admit I do have the liveries installed, would that cause an issue? 

Also, is there something some where in the file to tweak to keep this from happening? I think it has something to do with winds.

   

I have that right uncommanded banking in thr flare as well. I also have liveries installed. 

1 minute ago, Andreas Stangenes said:

I have that right uncommanded banking in thr flare as well. I also have liveries installed. 

same here, i try to correct it but there's no aileron response

12 minutes ago, Colonel X said:

Hey Rick, thanks for the insight. Loved the DC-10 since I was on my first transatlantic flight in 1992, in the "Luxury Liner". Being a kid, I hadn't heard of the accidents that made American hide the type of the plane on the fuselage.

Anytime Colonel,

The DC10 is hands downs my favorite jet that I've flown. It looked sexy and as if it was flying fast just sitting on the ground. It had loads of power and felt like the space shuttle after liftoff at 22 to 25 degrees nose high. She had the perfect mix of manual flying and automation, a couple of clicks and you took control. She could haul the mail too! During my time flying DC10s, I have only been passed up by two aircraft in flight. A MD11 and a 747. 

2 hours ago, Colonel X said:

It went something like this... Flaps 1, thrust to TO/GA, V1, rotate, V2, positive climb, gear up, manual flying for about 15 seconds, engage AP (speed, heading and altitude on managed), thrust set to CL, Airbus pitches up to 60°, I wait if it will settle, it doesn't, STALL, STALL, cabin covered in vomit, people sending goodbye messages, disengage AP, manual flying for 1 minute, engage AP, perfect rest of flight with ILS landing.

Hi.

To prevent Apollo or Dragon crew to manage your aircraft, what I've noticed until today, please, check your THR RED/ACC values. If I enter something like 800' (ASL), instead of the default 1900, all my passengers are still alive after takeoff, and dont need a specific space suit :)

5 minutes ago, Andreas Stangenes said:

I have that right uncommanded banking in thr flare as well. I also have liveries installed. 

 

4 minutes ago, UKflyer said:

same here, i try to correct it but there's no aileron response

I find it odd that many others are not seeing this. Makes me wonder abut those liveries, but I had this from the very start before the liveries. The A320 rolls in the flare and the longitude will crash the sim when clicking the ATC responses after a while.

25 minutes ago, Colonel X said:

Being a kid, I hadn't heard of the accidents that made American hide the type of the plane on the fuselage

To me the saddest part of the whole DC-10 story in regards to the AA tragedy at O'hare (other than the tragic loss of life of course), was the way the public regarded the safety of the plane after that.

Don't get me wrong, the plane had issues (like all do), but we know the cause of this accident was due to maintenance taking a shortcut on an engine removal...not the design or flight characteristics of the plane itself.  Had the shortcut never happened....the chances of this accident happening were virtually non-existent. 

My only flight in a DC-10 was a World Airways military charter to Italy when I getting deployed there in the 80s.  The flight was very enjoyable...of course...when they are less than a 100 folks in the plane on an trans-Atlantic flight (and no kids or babies)....your chance of a nice flight is almost assured. 🙂

Sorry to veer off-course of this topic....just like chatting about the DC-10 when the occasion arises.

3 minutes ago, Steve Dra said:

just like chatting about the DC-10 when the occasion arises

Steve,

we go way back. You had the absolute best American Airlines paints out there. I was glad to join the SGA team back then to bring a realistic DC10 to sim. Hopefully, we will get one in MSFS to play with. I have been keeping an eye on TFDIs MD11.

Thanks for the responses!  To be clear, my point is specific to Airbus.  I turn off a/t in Boeing and MD sims to land the plane all the time, but my reading and sim education has been that “the Airbus way” is that the a/t is on from takeoff till the Retard throttle call out.
 

regardless, you can disengage the autothrottles, it’s strange that it would have any effect on the roll behavior.  Certainly doesn’t happen on my landings with the a/t engaged.

 

14 minutes ago, G550flyer said:

Steve,

we go way back. You had the absolute best American Airlines paints out there. I was glad to join the SGA team back then to bring a realistic DC10 to sim. Hopefully, we will get one in MSFS to play with. I have been keeping an eye on TFDIs MD11.

Wow Rick we sure do go waaaaaay back when you mention SGA!   Lost touch with Eric over the years and not sure if he ever stayed in modeling, but I wish him well in whatever he's doing now.

Anyway....thanks for the kudos.  With the advent of PBR, we were finally able to paint metal as should have been painted...or not painted, as it were. Hehe.

The AA MD from Leonardo I painted was mine and Brian's 1st stab at metal and PBR.  We refined it a lot more when we hit PMDG's 747s....

This is the epitome of shine, and how'd she look after a full polish...the best part is that the reflections are real...not from an environmental map, and certainly not painted on.  We also introduced more subtle reflection and wear version...but seeing the sun glint off this when you're in flight panning around the plane took my breath away the 1st (and 2nd) time I saw it.

We can count on Brian (and possibly me collaborating) on a TFDI AA MD11 if she makes it to production.  I'm pretty sure he's taken a stab at the CLS model for AA....been a while since I've checked.