emvaos

Gents, I think some of you misunderstand question 6 : The question is when the aircraft banks RIGHT does your reported heading INCREASE ? 100...101.102.103 etc etc In other words does the plane seem to turn right ? And vice versa. Here is question 7 : If you disconnect the AP and fly manually at 8x (ok we dont need to be accurate here just bank the plane left or right) is the change of heading the same as direction of bank ? RIGHT bank, heading increasing (plane turns right), LEFT bank heading decreasing (plane turns left). I would be keen also to know at time compression 2x and 4x whether the direction of turn follows the direction of bank. Carefully monitor reported headings in the ND. Best, Vangelis

Paul, We read aircraft heading and track info thru simconnect. The latter in your case for some reason reports wrong values. In fact the rate of change reported is exactly the opposite of what it should. This is related to your FS config as is now. As noted above we had another report of this where the user changed his config (updated FSUIPC and some weather programme) and had his issue "magically" resolved. We are investigating and gathering data. Nothing to do with the T7 but a combination of external factors. Stay tuned please and in the end we tend always to figure it out. Best, Vangelis

Watched your video closely...How is it possible the aircraft to be banking LEFT and the heading turning RIGHT ? See here : http://www.youtube.com/watch?feature=player_detailpage&v=ul-y54iotKM#t=51 The FSX physical model cannot do this. Something is banging your FSX memory thru simconnect and messing reported aircraft heading/track. We had a similar report and turned out that the problem went away after an FSUIPC update. This particular one has definitely nothing to do with us. We read heading/track info not write. Best, Vangelis

You don't need to export default FS weather. The .rte file contains only flightplan (navigation data). FS weather is read automatically once there is no other weather source.

OK here are a couple of examples with AT in various modes, exhibiting the behaviour of the system (beyond the excelletn video presented above). Example 1 : Assume AT is ON and you fly straight and level. The aircraft is trimmed for the current AT speed. The AT speed mode is SPD (check your FMA) and your trim reference speed is equal to the MCP speed target (enable the FBW trim speed arrow from options for the purpose of training). Now assume you want to climb...Pitch up and follow the bars {if you have the flight director on). Notice how the AT adds thrust to maintain speed. Do NOT touch the trim buttons. Once AT thrust has stabilised let go of the controls. The aircraft will now climb at the prescribed speed. Example 2: Continuing from Example 1 disconnect the AT. The aircraft continues to climb as before at prescribed speed. Gradually advance the thrust levers. Do NOT touch either the controls or the the trim buttons. The aircraft will increase its rate of climb. NOTE : If you whack the throttles the system will start responding "aggressively" once current IAS is greater than 15-20 knots. Subsequently in this case your IAS will go under and over the target a few times in a diminishing fashion until stabilised. In the end the aircraft will climb at the speed of Example 1. The system features a simulation within a simulation : relatively aft CG aircraft with a relative small stabiliser (for cruise fuel economy) violently thrown out of aerodynamic equilibrium. Example 3: AP and AT are ON and FMA is THR REF|HDG SEL or LNAV| VNAV SPD. The aircraft climbs at 250 (below 10000') speed is stable and plane is trimmed out. Disconnect the AP maintain THR REF. At 10000' FMC speed target now increases to 300+ knots. Do NOT touch the controls. Hold the trim down button for approximately 1 second per 10 knots required speed increase. E.g. say you want to accelerate from 250 to 320 knots. Hold the trim button down for 7-8 seconds. The aircraft will now drop the noise and eventually stabilise at a new speed of approximately 320 knots. Bleep trim to micro adjust. Example 4: Same as above. At 10000' push the controls down. Do NOT touch trim. Release the controls. The plane will raise the nose (pitch rate and correction action depends on difference between current IAS and target trim reference IAS which remained. at 250). If you really insist on a nose dive you 'll feel the controls becoming "heavier" even without force feedback.

Gents, please humour us and regardless of calibration, other settings etc open in the lower EICAS the flight controls page and make sure your rudder is centred! Please ?

If you are trying to change cruise altitude in the air in PERF INIT it is NOT allowed.

OK. You should never do that but all is well in the end. Never, ever, ever use old version panel states with a new release.

AHAHAHA ! OK that works too. Assume it is not there and you fly a big Cessna with a small stab (hence some ups and downs when you chase speed)

OK as a check go to the POS INIT page 1 and press DEL and then hit 4L (the key next to GPS time). Anything happens ?

Gents, The basic idea for this FBW system as conceived by Boeing is that a normal trimmed airplane (without FBW) will hold a specific speed. Ergo you add thrust it climbs, you remove thrust it descends. Hence the term trim reference speed. Now you can very very simply view the FBW system as a level change autopilot mode (or FLCH if you like), with the target airspeed being set by the trim buttons on the yoke (instead of the MCP speed dial in the case of the automatic flight system). That's all there is to it basically. Say the aircraft is trimmed for level flight...Now if you remove thrust the plane will descend to "chase" the speed. If you add thrust the plane will climb to chase speed, exactly like the FLCH AP mode with thrust controlled by you (why don't you try FLCH with manual thrust control to see what it does...) The difference is that by design the system is very "loose" in order to mimic a normal plane's behaviour. It will under shoot the target and overshoot the target (compared with FLCH which on a commanded 50 knot acceleration barely goes 0.5 knots over the target). We had FBW response times, commanded correction pitch rates and another 1000 details measured directly from the real thing. PS. The above behaviour occurs when your controls are centred.

If you have rudder pedals (or equivalent yaw axis control) make sure that they are centred...Also no rudder trim. Secondarily make sure also that your aileron hardware control is also centred.

This is a nav data issue really (ie the fix name does not exist)...Worse case you can enter them as LAT/LON wpts

Forget fuel planning in route finding utilities...The math is just not there...A good first estimate by the route planner is ok to go between fuel load and PROG Page to do it proper and accurate and optimal.

Thank you for reporting this Richard !