Tawanda

I get the same problem.. on the real aircraft ;) Tawanda

You can't use the ELEC trim on the yoke with no hydraulic pressure. However, you can still manually trim using the trim wheel. They've modelled it correctly. Tawanda

OT but i didn't want to open yet another thread, is there any light at the end of the tunnel about the activation issues? Tawanda

You also need to use Reverse thrust when brake cooling for turnarounds is an issue. If you use autobrake 3 with no reverse on an average afternoon at madrid (LEMD), you will need around 50 minutes brake cooling before you can depart again. Use second detent reverse thrust and brake cooling ceases to be a consideration. When landing on slippery/ contaminated runways, use reverse thrust up to max reverse until you slow to taxi speed or indeed to stop the aircraft if you lose traction on the wheels. if you don't deploy them, and then need them in an emergency, you can count to 12 before you begin to see any effect. T

FCOM 2 12.20.2: Center Tank Fuel Scavenge Jet PumpWith the main tank fuel pump No. 1 FWD Switch ON, the center tank fuel scavenge jet pump operates automatically to transfer any remaining center tank fuel to main tank No. 1. Fuel transfer begins when main tank No. 1 quantity is about one-half. Once the fuel scavenge process begins, it continues for the remainder of the flight. T

Theres a time delay of some seconds (cant remember off the top of my head) for the engines to change from flight to ground idle. This is for the reasons stated in the FCOM 2. This however should not preclude you from selecting reverse thrust at any point during the rollout phase.

Guys and gals, this is in the manual FCOM 2 Chapter 7.20.7

Oh yeah, one more point, After pressing TOGA, the spool up rate depends on whether the pilot 'pushes' the throttles forward or lets the autothrottle advance the thrust levers at the preset rate. If the pilot pushes the levers forward quicker than the autothrottle rate, the engines accelerate at the rate of pilot input.Hope this helpsTawanda

Every single CFM-56-7B will have a different spool up rate through mechanical imperfections, age, ambient conditions, accessory gearbox resistance, fuel filter cleanliness, bleed air demand, bleed air valve movement, pressurization rate of the labrinth seals, oil temperature, oil condition, fan blade condition, position and depth of fan blade chips/dents. The bottom line is, two engines on the average NG will spool up at different rates. at least initially, which is exactly why boeing do not assure symmetrical acceleration below around 40% N1, there after they assure it will be close*You can't call it badly modeled when its a variable in real life.

Real world procedure: Even when flying in LNAV you should always match your heading bug on the ND to match the upside down triangle. This gives you protection if you either:A) modify and execute an accidental point in the FMC or ATC asks you to maintain present heading. Its a good procedure to limit bank angle on the MCP heading selector to 10 Degrees above 30000 Feet as you don't get maneuver margin protection in heading select (high weight, high altitude, steep bank angle = increase G loading = Potential Buffet) The 10 degree limit at high altitude will reduce the tendancy to "jerk violently" when switching to heading select because the FCC is aiming for a much smaller angle of bank. That combined with your matched heading should infact result in only a tiny correction ~1 degree in your heading when you switch to heading select from Lnav. Try it then report back.Experiment 1: 65 Tonne aircraft, 35,000 Feet, mach .79 Bank angle selector set to 10 degrees in stable cruise flight following an LNAV track.Your task: Match the heading, then go 'HDG SEL' verify the FMA. Does it jerk? set a heading 90 Degrees left or right of your current heading. Does it jerk? --- Repeat the above but with the bank angle selector set to 30 degrees in the same conditions. Now for the the next step you need to reselect your first LNAV waypoint on the legs page, verify it is logical then execute, once the white dashed line is gone from your LNAV track, select LNAV on the MCP, verify the FMA. Once you are established inbound to the waypoint on your LNAV track you can try the next step. Experiment 2: Set a heading 90 degrees off your current heading/ track. Set the bank angle selector to 30 degrees, Engage HDG SEL, verify the FMA and take note of the 'jerk' now select a bank angle of 10 degrees. Set your heading 90 degrees off your heading/ track and engage HDG SEL, is the jerk less violent or the same? If it is the same in all 4 tasks then maybe you have something. But remember HDG SEL is targeting a bank angle up to the maximum selected on the bank angle pointer to reach the target heading i.e what you have selected on the MCP. the bigger the heading change, the more aggresively the AFDS system is going to roll to the limit to reach the heading. As for the VOR/LOC mode: it prioritises capturing the radial/localiser over roll rate/comfort. It will roll up to 30 Degrees at the rate it sees fit depending on your closure angle and speed to the selected radial/localiser. It does this regardless of the bank angle limit you have on the MCP. Infact VORLOC capture can commence even before the magenta deviation bar even begins to move. Watch your FMA's and you'll see. Happy to help,Tawanda

Read the manual guys :) Tawanda

How long after barking are you checking the brake temps? And what are the ambient conditions? temp etc? These are all major factors with regards to heat soaking of the brakes. Tawanda

On the real aircraft that second call is triggered when you test the WXR Radar. Tawanda

Guys if you want to test the realism of the brake heating/cooling use the QRH Brake cooling schedule.Rough guide: Autobrake 3 second detent reverse (around 74% N1) sea level, close to ISA conditions at about 65Tonnes you will need about 20 minutes cooling give or take for the steel brakes, if you use no reverse you are looking at around 50 minutes cooling time on the ground add a bit more if you have a long taxi. Doing things like standing on the brakes on a high weight landing with no reverse is going to melt the fuse plugs and probably set the brakes on fire (moreso with the steel drums) in the real world. Departing straight after and dangling the dunlops for a bit of airflow will do absolutely nothing for you. I doubt PMDG could simulate fuse plug melting so brake temps staying at 10.0 means you are probably out off the simulated envelope, which is realistic. Tawanda

Disregard, its gone through! FIngers crossed a fix comes soon.