rob345

It is - kind of - working with P3v3. Have a look at http://www.plane-pics.de/fsxwx/main.php?page=forum&topic=101 Regards

And also on my end. If flaps/gear are extended or not does not matter. This behaviour is not SP1-related. At least I noticed that already without SP1. Can somebody tell for sure if this is the way FBW trimming is supposed to work or not to work?

Me too. And I don't have any clue yet what this odd and certainly wrong behavior might cause. Maybe it is hardware-related? Robert

Yes, during go arounds I have this, too. Is the ticket system really made to report bugs? I would think (and hope) that PMDG also follows their own support forum to become aware of such things. A little official feedback would be nice, though.

Ok, "happy" to hear that I am not the only one with this behaviour. If (only if) this is really a bug which everyone experiences, it surprises me that this neither come up earlier nor is listed in the issue tracking thread. Personally, I find this erratic A/T behaviour quite annoying and unmissable. Why? It basically affects all non-VNAV take-offs after you have been established in a climb and then dial up speed or altitude in the MCP.

Hi, the A/T behaves quite erratic if you change the ALT value during a climb in THR mode. Consider following situation: * Aircraft is flying with A/T, A/P on at 10000ft >> FMA says: SPD | HDG SEL | ALT * Now dial in 12000ft and press FLCH >> FMA says: THR | HDG SEL | FLCH SPD >> A/T does not spool up to full CLB limit, because the new alt can be reached within a certain amount of time (120sec? ... there is a certain logic behind FLCH which might be more complex.) * Let the airplane start its climb and then dial the alt further up, e.g. 20000ft - that's the point where A/T somehow gets out of control >> The commanded thrust very suddenly jumps up to high values >> These "thrust spikes" sometimes reach up to full thrust (so even beyond current thrust limit) before settling at CLB limit thust My guess is that the FLCH logic recoginizes that the new target alt cannot be reached within 120sec any longer and thus commands full thrust. But the transition / spool up is very erratic and "unpleasant". Does anybody else observe this? I have tried nearly all different throttle-axis hardware settings. So I am pretty sure that it is not a faulty ("spiky") hardware / wrong setting, which would probably the first guess. Thanks, Robert

Here is another thing I would like to add: When I select FLCH after reaching acceleration/thrust reduction height at take-off (and thrust reduces to pre-selected CLB1 or 2 which is also correctly depicted on the EICAS display), the thrust limit switches to full CLB (so, FLCH still don't consider pre-selected CLB1/2 as descibed), BUT thrust levers do NOT advance for maximum CLB thrust but thrust setting stays more or less the same. Interesting. I would really appreciate if somebody could provide some details to that behaviour. Thanks.

Kyle, I really do appreciate your answer! And at no time, I said you "clearly don't know what the system logic is". And of course your general description about flaps and aileron = flaperon is correct. But as PMDG claims high standards, I do too regarding the correct implementation of those things! ;-) Ok, here we go. I found following description (no garantuee of correctness): The landing attitude modification (LAM) logic decreases the flaperon droop when the airplane is in an overspeed approach with flaps at the 25-unit or 30-unit position. The PFC calculates the reduction of flaperon droop proportionally to the overspeed increment. Full flaperon droop removal occurs when the airspeed is 20 knots more than the approach landing speed shown in the airplane flight manual. When the LAM logic is active, it reduces wing lift and causes an increase in angle-of-attack. This increases the nose gear ground clearance. So that's the way I would expect the flaperons to work! From an engineering/aerodynamic point of view it absolutely makes sense to adjust the droop proportionally (and this is also the way you see it in hundreds of youtube videos)! But that's not the way PMDG have implemented it. Like I said above and what is clearly visible in the video (and of course you can try it yourself if you miss the AoA), the flaperon only alternates between full up or full down.

Berni, I saw that you saw my similiar thread about the disarming autobrake. So I am just answering at this place. My autobrakes are still buggy and disarms every now and then. I have also tried all possible types of assignments through FSX and FSUIPC, but without success. Unfortunately, I couldn't verify your throttle-not-idle-theory either. I tried some harsh landing with little to no flare so that the throttle was definately not idled yet, but the autobrake kicked in anyway. Really frustrating. NGX autobrakes are flawless.

It happens quite often to me (~20% of all landings) that the autobrake disarms immediately at touchdown (without doing anything like manual breaking, retracting spoilers, etc). At first I had the "bouncing issue" that is described in the manual in mind, because - maybe - it would let the aircraft shortly being airborne again for a split second so that the autobrake would disarm. But no, I changed the mesh as recommended and it happens anyway. I also remember that users reported that for the NGX - does anybody still remember what was the solution for that?

Sorry, I don't know if all their water textures work with the shader 3 mod. And oh, these water textures also might be the ones from Orbx FTX Wales (the video is taken near EGFF) because I don't know which parts of water areas are covered with their own ones. Here is video of a full autoland which looks pretty much "being on point" to me. A/T engaged, Vref+5. http://www.youtube.com/watch?v=ZiNC7SgvJP0 It seems that the position of the flaperons only can be neutral or full down. Nothing inbetween. Btw: As long as it only affects the animation not the actual flight model, I don't care if they behave odd by going up and down...

I have a question concerning the operation of FLCH: Is it correct that if I select a reduced climb thrust CLB 1 or CLB 2 in the FMC, it gets overwritten with full CLB thrust everytime doing a climb/descent with FLCH? You really have to get used to it (besides, it differs from the NGX) escpecially at take-off because full CLB thrust maybe higher than the selected TO thrust, so that engines even spool further up when selecting FLCH change after take-off. Furthermore, there might be a bug with the CON/CLB switch. FCOM states "with two engines operating, changes the engine thrust limit to the FMC selected climb thrust". It doesn't on my side but always selects CLB, although you selected CLB 1/2 in the FMC. Thanks, Robert

I don't see any "poor technique" or "not being on point" by being stable on approach at Vref+5? ... but the flaperons continuously go up and down nonetheless. And btw: It also happens during autoland. So, does the autopilot control the airplane "poor", too...? ;-) Thanks for understand my initial question correctly! That's exactly the point I don't understand.

These are REX Essential textures with the theme "Wonderous" selected + shader 3 mod. More pictures of these settings can be found on the homepage of my freeware FSX weather program FSXWX: http://www.plane-pics.de/fsxwx/

Thanks for your answer Kyle. But I am not yet completely happy with it... ;-) Generally, I know what a flaperon is and what it is designed for. What was new to me is that its deflection on the T7 seems to depends not only on the current flap setting but also on other parameters (speed, thrust or whatever). Actually, the landing in the release video (http://www.youtube.com/watch?v=qOm1oBD6eQ0) shows the contrary: Coming in with no flaperon (neutral) and just before touchdown instant deflection (full down). So, I want to come back to my inital observation in the PMDG 777 that the flaperon retracts above ~145kts with flaps 25 or 30. As a video says more than words, I made (a lousy) one to demonstrate what I mean: http://www.youtube.com/watch?v=GaApo8ARgjo As Vapp is around 143kts in this example, the flaperon would continuously retract/extract during final approach. So, is this behaviour intendend? Thanks again Robert