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Found 8 results

  1. jethrocch

    autothrottle problems

    Hi guys. I finally bought myself this wonderful aircraft. Currently, I just want fly a short flight from VHHH to RCTP, a flight last for 1:10. My takeoff weight is around 436000 pounds. Here are 2 questions I encountered: I entered my departure route and runway to the FMC (using runway 07R and OCEAN2A departure). Using flaps 5 and full thrust at 58 C, when I engaged TO/GA, all was going well. I did not hear takeoff configuration warning either. But then at around 100 knots, the autothrottle regarded to idle, triggering the autobrakes and I had to reject the takeoff. I tried a second time and all was fine. I decided to experiment a few times and I noticed this occurred randomly. For me, I was using the mouse wheel for rudder steering. (up for left rudder and down for right) There OCEAN2A departure has a altitude constraint of 5000. I decided to let the autothrottle to do the level off. At this light weight, the climb weight was 4000fpm and the airplane did overshoot for around 200 feet. The speed exceeded 250 knots too. I was what I expected as said in FCTM for low altitude level off at light weight. The FMC commanded a speed of 250 but the airplane accelerated to 280 knots and got stablised at that speed. The autothrottle had no intentions to reduce thrust to slow down. So I took over manually, either moving back on the throttle with FMA still in speed mode or completely disarming the autothrottle. In the second case, I managed to slow down manually. But as soon as I re-engaged the autothrottle, the thrust increased again and airspeed exceeded the commanded speed. Any help is appreciated. Thanks Jethro Chan
  2. kekstrom

    Engine failure procedures?

    Hi! A few questions about how to handle an engine failure during takeoff (after V1). Yesterday I armed a engine failure after V1, manually climbed 1500ft and engaged autopilot but I noticed that I cannot engage autothrottle. Is that normal? Should the autothrottle not be used under any engine failure conditions? How about the landing weight? Would it be normal policy to land the aircraft in an engine failure (not engine fire) occured after takeoff if you are a bit abowe max weight? Say 5000-6000lbs. Or should you circle around to burn fuel with one engine since the 737 has no fuel dump capability? Thanks! Kaj Ekström
  3. Hello everyone. After my purchase of MIlviz 737-200, everything looked awesome and I was very happy about it. I planned my route and started my engines for the first time, listening to that beautiful sound of the engines and APU shutting down. Because the route was long, about 1.6 Hours, I planned to use LNAV all the way. OK VRef speeds are programmed to MCP by CDU and everything looks perfect. Just to make things clear I used FirstAir version of the aircraft with FMS/Sperry 177 option - which comes with fully functional VNAV, LNAV and Autothrottle. 50% N1 and A/T engage - V1, rotate, V2... Climbing through 3000, I engage A/P and put aircraft in LNAV+Speed mode. I start to turn the speed knob to 240 knots due to restriction in the area. Suddenly A/T goes crazy and puts aircraft in MTOP mode or 100% N1... Aircraft overspeeds and I disengage the A/T. After few minutes of climbing and manually managing the speed, I engage the A/T again. Nothing happens... My speed starts to drop. Then again disengage and engage again. Now it again puts 100% MTOP and so on... I don't know what can cause the problem. FYI I did not put speed in for every waypoint in CDU. Because I wanted to manage the speed by MCP panel with speed mode... If anyone has a solution for this problem please let me know
  4. dimatrixxx

    A/T Problems

    Hi guys, My T7 is not keeping speed on approach... I running the newest pmdg b777 version on p3d v3.2. I read some posts in regards to this issue, so here the answers: 1. A/T overide NEVER 2. Flare overide YES 3. Weather ASN is good (no turb.0, windshear etc. ) a/t is working with a big delay so the aircraft is very unstable while final approach. Some times it could lead to a stall (vref + 5 knots is set). What to do???
  5. Hello, So, after I installed a fresh win7 64bit, FSX SP2, REX OD+ Essential, FSUIPC 4.92 and NGX sp1c [all legal for the sceptic...]. It is really that strange problem, so first of all here is a video [with annotations]: http://www.youtube.com/watch?v=6xIQaO0RaPs And now I do the explain (although I wrote it all in the video review): The problem can occur on takeoff (as in the video), or in the middle of the flight (a part of the video). On the ground, after the N1 is on 40%, and I push the TO/GA, the throttle remains on its position although I can't move it (it is on AT arms...), So, I'm disengaging the AT, put the throttle on maximum and return back the AT and TO/GA. After the takeoff, there is the other part of the problem, and this part can occur in the middle of the flight (if the first one didn't): The auto trim and the auto throttle stop to response, the plane start to draft from the magenta line and tilting to the right. as I push the VNAV, the trim "jump" once, and keep on freezing. When I'm trying to make an override to the controls, by moving the yoke, the plane starts to make a right hand roll that I can't control, just if I disengage the AP bar. I managed to find, that if I pause the sim for 5 sec while one of the errors occurs, it fixed it self. Really my friends, I try to reinstall all, to disconnect the yoke and fly with the keyboard ( ), fly without weather, in the day, in the night... but nothing changed. I also found, that the autopilot of the default planes is making some kind of problem, like pulling the trim all the way up (but after I reinstall the FSX it stopes). Here is 2 videos of the old problem: Default C172 autopilot Default 737 autopilot I hope you could understand my problem, and if someone have any idea how can I fix it without reinstall the whole windows again... god will bless him Thank you (Yes, I sent a ticket for the PMDG costumer service... didn't answer me yet, and it is important that other will see it too)
  6. Hi, please apologize this possibly very often asked question ! I'm interested to hear what is the common practice when hand landing the 747-400 as you have to do e.g. at St. Maarten (TNCM) using auto throttle or not. My experience as PC pilot is of course that it can be very convenient because you get rid of some workload. But I want to know when it is recommended to do so or are there some issues maybe because safety is affected to be advised manually control throttle settings. Some information from the reality and common practice if there is one as well is appreciated. Thank you. regards Thomas Burchard
  7. So there I was ... 134 knots on runway 31R, autothrottle disconnect engaged, thrust levers idle (on my end), and spoilers ground flight engaged but I am not slowing fast enough. Autobrake was enabled minimum but I don't recall any braking occuring. Slowing down; 120, 115 but via friction with the runway only. My eyes glance up to see the end of the runway going by and now I am high speed on the taxiway heading quickly into a jet blast fence at the taxiway turn. My mind flashes back to the approach: Autoflight disengaged and autothrottle giving me trouble. Prior to my predicament the aircraft was on the approach in dual land configuration. Some short time later the aircraft was in flare but the autothrottle had not disengaged and the aircraft simply flew down the runway just a few feet high. It was too late for an attempt to land and stop in time so I disconnected the autoflight and wanted to fly right traffic to perform a visual approach. The throttle was clamped in alpha protection and attempts to disconnect the autothrottle for climb power turned into a struggle between the aircraft and I and never was I confident the throttle is in my control only. Once again, on final approach, hand flying the guidance when my wheels touch, ground spoilers activate, and, even though disconnected, the autothrottle again clamped for alpha protection and would not idle out for application of reverse thrust. I was a heavy aircraft with Vref 185 knots so, needless to say, when the throttle finally obeyed and relinquished, I had gone through the blast fence and was headed for a hangar which I unfortunately perforated at about 125 knots. I can't explain this behavior. I hit, several times, autothrottle disconnect and while rumbling down the runway would glance at it to observe it deviating to near full power then back to idle and them to medium power. During my hand flown pattern around to perform a manual landing, gusty winds and no FSUIPC wind smoothing option set had the airspeed loose 25 knots and I reached alpha whereby the flight computer commanded movement of the throttles and would mot relinquish control even when commanded to. I feel at this point I will have to take control from the aircraft on final approach to avoid this ever happening again. Imanual
  8. I can't understand a part of boeing's autothrottle system. Apparently the Asiana pilots couldn't as well, considering the 777 crash was caused by this misunderstanding. The problem lies in the 777's a/t HOLD mode, which is followed by IDLE mode. The 737 has the similar ARM, THR HLD, and RETARD modes. In these modes the servos are disconnected from the engines and the pilot can manually set thrust. Why? What is the purpose of disconnecting the servos? Thank you.