777simmer

You are supposed to take off in take off mode (TOGA) for both pitch and roll.
 
TOGA mode is engaged (green) as soon as you turn on the FD while still on the ground.
The only thing that should be armed for take off is VNAV.
Because Vnav will automatically engage in 400ft AGL and will reduce thrust from TO thrust to CLB thrust and will start acceleration for flap retraction at the FMC programmed altitudes for this!
LNAV can be armed (and 99% of the time it should be armed) to follow an FMC prgrammed SID.
Only if you get an ATC heading for take off would you not arm LNAV for take off.
 
other than that....dont press VS or HDGSEL before being airborne!
 
Take off with TOGA mode and let Vnav do its thing.
From 400ft mose airline SOP allow you to change mode....so if really required, at 400ft AGL you can hit HDG SEL and VS
 
I think in your case the system was just totally confused because you armed LNAV,VNAV and then disarmed it and then engaged HDG SEL and VS before being airborne.
 
When you hit VS at 400ft (which is not normally done) and set +3000ft/min the aircraft will do that and the AT will set thrust to keep the MCP selected target speed.
Ofcourse if you set something crazy like VS +6000ft/min then the nose will go up so high that even with full TO thrust the AT can not maintIn this speed.
 
Just Allow Vnav to do its thing.
Let it reduce to CLB power. (standard value is at 1000ft)
Then see how it increases the target speed for acceleration. (standard acceleration value is also at 1000ft)
Retract flaps as you accelerate.
Then, once clean, you can select VS mode if required.
But you would normally never set VS+3000 ft/min......what we use VS for after take off and clean up, is to reduce VS to +1000 to +1500ft/min to avoid rapidly climbing towards your cleared level off altitude. If you are cleared to climb to 5000ft for example you would reduce to VS +1000 to +1500 ft/min at 3500ft. There is a reason why you are only cleared to climb to 5000ft!......other Traffic!
By reducing VS you avoid getting traffic warnings and avoid other aircraft getting traffic warnings due to you climbing to them like a rocket.

If you are going to delete all FSUIPC calibration settings, then you might as wel delete the FSUIPC.ini file.
This does the same.
 
And upon next FSX a new, fresh, empty FSUIPC.ini file is then automatically created.
This process has cleared many strange problem for many users and is also recommended by PMDG (intro manual).

Beginner is no problem....we all had to start spmewhere.
I do advice you to start with the tutorial flight from the intrduction manual though!

But yes.....your picture show exactly what I mean.
You are switching the Capt side switch to PLAN but you are looking at the right CDU (FMC) which is the wrong one.
You should be looking at the left CDU for the STEP prompt to appear if you change things on the left EFIS control panel (EFIS = Electronic Flight Instruments System).......but your left CDU is invisible.....why I do not know?!
LEFT EFIS control panel changes/sets things on left PFD/ND/CDU
Right EFIS control panel changes/sets things on right PFD/ND/CDU

IFyou change seats to the FO side (hit the "A" key once) and then change to PLAN mode with the FO EFIS, you will see that the RIGHT CDU will display the STEP prompt!

I will try windowed mode here and see what my left CDU does.

edit: no problem here with undocked CDUs- They both display as they should.
 
I use FSX boxed version.
 
Also, try without any other software addons for FSX running (EZCA....etc, turn it off)

Fuel Jettison (or dumping) is used during non normal operations.
 
If you have to divert to an alternate airport for whatever reason and are above max landing mass, then you have two options:
 
1) Overweight landing
The Overweight landing checklist will guide you.
 
2) dump fuel so you can do a landing at max landing mass (or less).
The FUEL JETTISON checklist shows you step by step what to do and what buttons to press. (make sure you open up the correct checklist from the menu though as some are named similar).
Just press the checklist button, navigate to non normals, fuel, fuel jettison.
(the last part of the checklist "fuel jettison complete - yes/no" is left open untill all the fuel you wanted to dump has been dumped. Then you enter YES and finish the checklist).

You are welcome ;-)

That is normal! 
 
To test it I did the same.....2.1GB used, R30L OMDB, engines running.
then I go outside and pan around my aircraft 5 - 6 times....as the scenery flashes the GPU buffer is filled (this is normal too)......then back into the cockpit and now using 2.45GB VAS.
 
This is normal and this is why you can not add much more stuff to FSX (unless you go DX10 I hear).
On a side note:
 
I heard that both FSX default AI traffic textures, as well as default FSX autogen textures are quite complex.
 
An AI addon (if it is a good one) can help reduce VAS and increase frame rate.
(A bad one will make things worse and unstable)
 
GEX uses "light" optimised textures for autogen I recently read.....
 
I have just installed UTX/GEX for America and Europe but I can not see that yet....need to do more testing.......
 
 
Still, I thought I'd pass it on.

Kimberly,
 
What Kyle said is probably the problem.
Old registry entries.
 
When I reinstall FSX, I also install WIN7 again to avoid exactly this kind of problem, and who knows what other problems.
 
You have a strong PC, latest and greatest, so I would want to use that without any lingering bugs/problems from the past holding me back (FSX needs all the performance it can get, and only a clean, well running WIN7 install can provide the right environment for that).
 
So,.....it is a lot of work....but the best advice I can give you is to start from scratch:
Do not run Overclocked while installing things!
- Use one of the excellent Win7 install and tuning guides. (I can give you a link).
- Then install FSX, again with the help of a guide! (have link)
(this took me a few days)
 
- Then save an image (Win7 has a build in image tool!) of your pristine WIN7 + FSX install.
And protect that image with you life, haha!
 
- then install addons.
 
 
Kyles method is quicker and might work just fine.
But personally I would go the longer and safer route.

It is correct that you can not enter a speed restriction only, it has to be a speed/altitude pair.....However.....;-)
 
Suppose you have a point in the legs page where the FMC forcasts you will pass at 250kt and 4700ft.
If you want to pass here at 220kt....you can enter for example 220/2000A.
You will then pass this point at 220kt but you have left your altitude flexible.

Yes this is correct. I know it is strange but it is correct. During climb and descend the change is automatic, but in cruise the window opens with IAS, so speed intervention in cruise requires two button pushes. Speed intervention + ias/mach ref button.

Hmmm strange.
 
If you are starting from a saved flight or state, then I would try to start a flight from scratch and see what happens then.
Or a different/default panel state.
 
Also try a different livery or type (cargo).
 
Last thing I can think of, if you even have FSUIPC at all, is to delete the FSUIPC.ini file (this deletes all FSUIPC joystick setups, so back the file up if you think you might need it again). According to the manual this can clear all kinds of problems.

I see you have a cruise level of 6000ft in there?
That is not a normal cruise FL for the 777.
Not saying that it cant cruise at 6000ft......but it is unusual.
 
What happens if you set the cruise FL to FL330 or so (before take off).
This avoids the FMC going into cruise mode once it levels off according the SID in 6000ft.
If you watch the FMC closely, its display title should change from a CLB title to a cruise title automatically as the airplane levels off at cruise FL. For example ACT ECON CLB. At which point the aircraft will fly cruise speed (ECON, LRC, a fixed mach number or whatever you entered as cruise speed. If you entered nothing then ECON)

We have reported a few problems with the FBW system already to PMDG and they are looking into it.
 
However, what you are describing is pretty extreme.
Are you sure FSUIPC is not at fault?
 
I love FSUIPC as well and use it for all aircraft I have.
For the 777 I have removed (and backed up) my FSUIPC.ini file (as recommended by PMDG). I also updated FSUIPC to the latest version (required for the 777).
And now the 777 is setup through FSX controller interface and works fine.
 
Try the above (update FSUIPC and delete FSUIPC.ini so it can build a new empty one without any controller setups).
 
Like I said there are still some problems with the FBW system, but nothing as violent as you described.

Thats pretty much correct.
 
Cool Topic, engine limitations.
 
Because the whole Engine Limits subject is not quite as simple as it seems.
 
I hope the information below interests you guys as much as it interests me!
 
I am going to take the GE90-90B as an example cause I am familiar with them, but it should be no different on the 110s
 
First there is the maximum rotational limit the engine is allowed to operate at.
(Max RPM). This is the red line on the N1 dial.
This line is allways the same and for the GE90-90 for example this is 109% N1
N2 also has an RPM redline (117% for the GE90-90)
 
Then there is the maximum amount of thrust the engine is allowed or can produce.
The maximum Thrust Limit, is the Amber line on the N1 Dial.
This line moves a bit along the N1 dial.
It indicates at what N1 RPM, under current ambient conditions you would reach 90.000Lbs of thrust. Or, if the current ambient conditions are such that you cant reach 90.000Lbs, then the amber line would be aligned with the N1 (max RPM) Redline.
 
Then there is a maximum EGT limit.
1030C is the absolute limit for the 90B exhaust gasses and max continuous EGT is 1015C.
You are only allowed to operate between 1015C and 1030C for 5 minutes (or 10 if so certified) during TO and GA.
During any other phase of flight, 1015C is your limit.
From 1014C or below you should be able to fly all day long (continuous EGT) without doing harm to the engine.
 
Max Take Off, max Go around thrust, max climb thrust, max cruise thrust are all limits that extend the life of the engine. So they are not actual hard limits,but they are used because if you would take off every time with thrust at the amber line, the engines would need an overhaul quicker and that is exspensive. But even so, Max TO thrust and max GA thrust can be used only for 5-10 minutes (depending on the certification the airline bought)
 
Max continuous thrust is an amount of thrust that can be set for an unlimited amount of time without any consequences to the Engine.
Max continuous thrust is not the same as max continuous EGT.
 
The EEC is continuously calculating all those limits and keeping them all within limits.
Pffff thanks god, right :-)
On top of that, the EICAS system is smart in that it knows how long you can operate at what limit and it will only give you a warning if applicable.
So you dont need to memorize all the above (as in the old days!)
 
If the EEC is working, then disconnecting the AT and setting the thrust levers fully foreward, will give you Maximum Continuous Thrust, amber line.
So for the 90B, 90.000 Lbs of thrust (or less if it cant produce 90.000Lbs under the current ambient conditions)
This is quite a nice feature because when you have Reduced Thrust set and enter windshear, or approach a terrain obstacle, etc, you can just disconnect the AT, slam the thrust levers full foreward, and you dont have to worry about the Engines blowing up in your face.
The EEC will not allow more thrust than allowed (rated)
It will not allow overboosting.
 
If the EEC fails then the FMC calculates the maximum thrust limit and then you have to watch out with MANUAL thrust!
Slamming the thrust levers full forward then, can cause an overboost (more than 90.000Lbs of thrust set) and can cuase engine damage.
The AT, when engaged, will not go beyond the FMC calculated limit, but you can with manual thrust!
 
The FMC thrust limit page should not be hard limits where you cant get passed with manual thrust. I have not tried yet, but it should be possible to exceed these settings.
Have you tried on the ground at a place where it is not +50C or so?
Also make sure the AT is disengaged, or if you have the AT engaged make sure you set the PMDG option "thrust lever overrides AT" to "allways".
(otherwise the AT keeps limiting you).
 
By the way, as you climb, the engine can produce less and less thrust and at some point Max TO, Max CLB, max CRZ thrust are all the same.

Yes level change works (slightly) different than in NG.
The FlighLevel Change in the 777 mode is actually a smart mode :-)
 
And no you can not change that.
 
First of all, the 777 is a Vnav/Lnav mode airplane.
Meaning you would normally use those modes.
All other modes are perfectly fine modes as well ofcourse, but are used when Vnav and/or Lnav are not suiting your needs for the particular climb or descend.
(such as switching to VS mode if ATC instructed you to maintain 1000ft/min)
 
If you would just use Vnav for your climb you get full climb thrust all the time during climb.
Now here comes the FLCH smart bit.....
If ATC can only clear you for small climbs/descends at a time, lets say from 5000ft to 7000ft, then you realy dont want to use Vnav for that (with full CLB thrust).
 
Very uncomfortable for your pax to level off.....then up like a rocket......level off.....etc
 
Further more, to prevent constant TCAS Resolution Advisaries from happening a pilot should reduce his climb/descend rate to 1000 - 15000ft/min upon approaching his cleared FL, if other aircraft are around.
You do this by changing from Vnav to VS for the last bit (last 1000 - 2000ft) of the climb/descend.
(For further climb/descend you would engage Vnav again).
So if another aircraft is flying level at 8000ft (so 1000ft above the level you are going to) and you would climb with Vnav (and THR REF) you have to set 7000ft, then press the altitude selector, then as you see the planes VS increase and increase and you become aware of the traffic in 8000ft you have to engage VS to reduce the rate.
Probably too late with that and the other aircraft has already executed a TCAS RA :-(
 
Much more elegant to use Flight Level Change which will give you a nice smooth climb that will reach 7000ft in two minutes (that is its target). So the FLCH climb would result in about 1000ft/min in this example.
 
Like I said, FLCH has a target to reach the set altitude in two minutes and adjust thrust accordingly.
If the difference between current altitude and newly set altitude is large enough (large enough that you cant get to this new level in two minutes) than it wil be at full thrust (or idle in descend) and it will stay there.
 
Normally ATC will try to give you uninterrupted climbs/descends, or at least climbs/descends over several thousand feet and you would use Vnav for this.
But if traffic does not permit this then FLCH is quite nice for this.

If you would have read the guide.....then you would know that if you update FSUIPC to the latest version, this goes away.

Just enter the airway/route you want below after UM677.
You might have to enter the first waypoint of that new airway/route as a "direct to" waypoint first!
You will get a route discontinuity.
 
Then put the beginning of that new airway/route in the right sequence on the route or oegs page.
 
execute.
 
The idea is to overwrite your previous entry with a new waypoint that is part of your required route (rather than trying to delet UM677)

Just as a feedback,
 
Oliver you were right, the Box is up to date with sp1c.
You can find out what version you have in the FMC (CDU) under "About"
 
thx.