Sekkha

For the 747-400 the FCOM states the same on page 11.41.8: "Speed constraint is assumed to be at or below the displayed speed" ...But the 744 seems to behave differently... I imagine this is what Jetlinker possibly meant.... best regards

I got this again now and will open a support ticket ... best regards

Yea, I know., you are completely right. 😞 The problem is that I dont know how to do videos , but even more, that this behaviour is not at all predictable. I have been trying since quite some now time to isolate the conditions (if possible) under which it occurs.....

Dan, I am using Freemesh X, .... but ever since and without any issues in dozens of dozens of flights in the BCF. This behaviour started only recently. Therefore I really doubt it could be Mesh-related. Also if it was I would expect to get that at the same runway always. but this is not the case There must be something else causing it..

yes exactly , like an uncommanded violent nose pitch down, but not any acceleration of the aircraft in airspeed. The curious thing is that this pitch down movement mostly stops as apruptly as it started just before the nosewheel hits the runway. So you still have to manually put the nosewheel down to the runway...

Dan, yes, at LGIR the runway is just at the coastline. But what happens at LGIR has nothing to do with the pitch down issue which I experience at many different airports, also far away from coastlines......its a completely different phenomena

Hi Adam, thanks for your advice. My mesh resolution is 5M, and I also played around a bit with it, but I didnt solve it unfortunately. At the same runway this behaviour sometimes occurs and sometimes not. However what you describe reminds me something I am experiencing at LGIR by FSDG, where on approach despite visual and instrument indications of at least 20ft Radio Altitude the aircraft will suddenly hit the ground violently. :) ...This is probably a scenery Mesh problem, but it is different .. best regards

Yes, I also thought about that. But I think I can rather disregard it. During a test I made instead of using autobrakes I pushed the brake botton on my joystick during touchdown, which means 100% brake action upon touchdown.... and I did not get the slightest sign of this behaviour during that particular landing. I am of course also thinking of any controller problem in the elevator axis, but if that was the case, why do I never get any strange pitch movement during hand flown approaches but only on touchdown.....really no idea..

Hi all, I have been observing the following extremly annoying behaviour on the 744 BCF over the last weeks since the major update. Until now I have not been able to identify the exact conditions under which it happens though...So I will post it here to see if anybody else saw that. Upon touchdown the aircraft many times gets into a very agressive pitch down acceleration , like wanting to "hammer" down the nosewheel on the runway. In many cases however the movement suddenly stops before the nosewheel reaches the runway, making it necessary to put it down onto the runway manually then. In other ocasions the movenment continues until the nosewheel hits the ground. I have never seen that this way before the update in dozens and dozens of flights. And it kind of ruins the mayority of landings... 😞 Of course I have been looking very closely to trim settings, but I could even reproduce this behaviour with an deliberately exagerated nose up trim setting during final aproach, keeping the yoke pushed down during approach in order to stay on the GS (but releasing the yoke before touchdown) I can only think that it has to do with the payload distribution/trim - thing which is new since the update. And it reminds me the issue with the autorotation before VR which has been reported (but the other way around)

Oh, thanks for your kind words! But I am afraid I dont really deserve them, because I think I could hardly be called a pilot, and less a good one. :) Actually I have to confess that I never went through the DATA LINK chapter in the FCOM as there was no simulation of ACARS or other datalink functionality before the update. So after the update I just read the chapter of the introduction manual which explains the new features for both , 744 and 748. And Ok, I just learned that it was maybe naive (and thus not appropriate for a good pilot) to just take as a fact what is stated there and thus expect a chime without digging deeper into the FCOM. But as I dont want to get called a bad student I had a quick look into these chapters now, and I have honestly to admit that I would not have been able to make this deduction myself! I am even more confused now because I learned on page 5.33.1 that uplinked ATC messages are indeed announced by a low level aural chime in the 744.....So I obviously dont understand what this chime thing is You see that also my system knowledge still leaves a lot to desire ..LOL I will retire thus!

Pleae note that only the "PMDG 747-8 SUPPLEMENT" talks about those items. The UPDATE SUPPLEMENT does not because it adresses obviously common new features for 744 and 748. And here is where the DATA LINK item is discussed.

I am neither talking about ECL nor about the EFB as you can clearly see. I am talking about the fact, that the indroduction manual states in the chapter UPDATE SUPPLEMENT without making any difference between 744 and 748 : "As the logon is occurring, the bottom right of the <PREFLIGHT page will show *CXN SYNC. Once logged in, you will hear a chime, and an accompanying EICAS message, and the prompt on the <PREFLIGHT page will also show *DLINK ACT" So I expected a chime sound as everybody else would probably... :)

Of course not :) But it would prevent people from thinking that something is not working as it should , which is what people (including me) dont like... The whole thread wouldnt have been necessary then.. LOL

you mean as per design, right ? Maybe this should be stated in the introduction manual then..

I have the strange feeling that I am the only one still flying the "old" Queen, and especially the BCF...Is everybody on the -8 now? Could that be ? LOL

Ah yes, you are right Dan, I forgot about that, Thanks ! Clicking on the empty ZWF field puts the value into the scratchpad.... But anyway I cant check anymore which ZWF was the real one as I cant reproduce the situation so far..

I unfortunately overwrote the saved flight where that happend. So I just tried to reproduce it with any other scenario but I couldnt......So I will just keep an eye on that if it happens again to see what special circumstances are related..

I have the options such that I actually have to enter the ZFW on the PERF page :)

hmm.. but in any case both pages should indicate the same ZFW at all times. ZFW ist just a defined value, there cannot be two of them... On the other hand I really dont find it a good solution, that payload is changed when fuel is added. Why should it ? A redistribution to keep CG within limits is a completely different story, thats perfectly OK of course..

I deleted all old Panel states after the update (or rather before it) . So all saved flights are based on updated panel states. This should not be the problem here

I just noticed the following on the 744 BCF. I started a scenario which had been saved with a ZFW of 470.2 (LBSx1000) . Then I added fuel via the CDU -Menu. After that I got different ZFW indications on the PAYLOAD and on the FUEL page in the CDU3. While the FUEL page still showed 470.2, the PAYLOAD page was showing now 484.9 So which weight does the aircraft really have now ? I finally entered again 470.2 on the PAYLOAD page to be sure, but this seems to be a little bug. doesnt it? best regards

Hi all, shouldnt there be a chime sound when DATA LINK becomes active ? I never get one on the 744 (BCF). Is that only me ? regards

thanks for confirming that ticket filed

Alex, all that works as expected.... But my point is unanswered. Shouldnt thrust mode switch to IDLE followed by HOLD upon capturing the computed idle descent path ?? The aircraft captures this path correctly which is announced by the change to VNAV PATH.. If my memory doesnt fail (what could of course be:) before the update it did this automatic switch...And I did dozens of early descent. I nearly always do that ....

When starting the early descent within 50NM of TOD thrust mode switches from SPD to THR followed by HOLD providing exactly what you said, a reduced vertical speed descent. But when intercepting the Idle descent path it does not switch to IDLE as I am expecting (and what it does when reaching the TOD while in cruise) . It remains in HOLD while pitch mode changes from VNAV SPEED to VNAV PATH. So speeds build up unless you retard the throttles manually.....