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KirMi

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  4. [Solved] Something wrong?

    in General Discussion

    Posted

    15 hours ago, Litjan said:

    You would fly this value (153) until passing the threshhold, then bleed of the steady wind component but keep the full gust factor. Target touchdown is 149.

    Jan

     

    Hello Jan,
    it may be slightly off topic here, but i was looking quiet a while for some good "translation" of that last "magic" phrase. I cant' imagine how that should work in practice, fighting for the centerline in gusts and bleed 4kts over the threshold 1-2 secs before bleeding the remaining speed during flare. Btw. it seems to be at/below accuracy.

    What i've observed is that some pilots when approaching threshold generally closing the throttle by a small ~ 5% (N1) twitch. It leads to a shift of control away from thrust to pitch. Probably to increase the "pointiness" during flare to their flaver, And to avoid/breaking any kind of floating tendency early.
    Thanks in advance,
    _Michael

     

  6. The IXEG and X-Plane 11 Topic [Merged]

    in General Discussion

    Posted

    Hi Morten.
    As I noticed the majority of formerly HQ heavy airliner models ( 737 IXEG, 757/767 FlightFactor, 737/727 FlyJSim ... ) suffering the same F/M issues. So your advise to report this to austin is mandantory. But it would be hard to show off with default v10 planes. From my pov, we'll need a heavy A/C to scale up the effects. And we'll need a good (realistic, well defined) F/M which is worth to compare.
    -Michael

  9. The IXEG and X-Plane 11 Topic [Merged]

    in General Discussion

    Posted · Edited by KirMi
    additional infos

    Hi all,
    my first impressions with XP11:

    It feels to me like the aircraft performance has been shifted a lot with XP11.
    Like the plane produces lot less drag. My thrust settings on approach are substantial lower.

    Michael

    p.s.: May be caused by xp11 revised jet engine modeling: http://developer.x-plane.com/2016/12/jet-engine-modeling-in-x-plane-11/

    ???

  10. F/D Master lights out of sync?

    in Bug Reports

    Posted

    On ‎29‎.‎06‎.‎2016 at 6:48 PM, KirMi said:

    So, if this can be "generally" agreed,

    AP_vs_FD_II.PNG

    then the red marked states are not yet implemented to Mr. Boeings flavor ;) 

    -Michael

    Hi Folks,

    back from "test-flying" at LH-Training/Berlin. I've tested all the above combinations in their Full-Flight Sim (FT38) and it's implemented exactly as shown in the table above.
    But the rightmost column (CMD A+B) needs a little clarification: The indications are only valid thru dual channel approach operation. In the mean time, between engaging the 2nd A/P and transitioning to dual channel mode (after the self-test) the master indication stays on the side of the 1st engaged A/P ;-)

    -Michael

  14. F/D Master lights out of sync?

    in Bug Reports

    Posted

    7 minutes ago, FloB said:

    That's dedication! And a deep wallet

     

    More coincidence and less dedication! ;)
    I've planned it since last year. And now it'll be the last chance to meet these "old aunties" here (FRA/SFX).
    And you are right, it bites the wallet.

    -Michael

  15. F/D Master lights out of sync?

    in Bug Reports

    Posted

    ...

    2 hours ago, Litjan said:

    Handling Pilot,
    Non-handling Pilot,
    Handling Landing Pilot,
    Non-Handling Landing Pilot,
    Handling Non-Landing Pilot, and
    Non Handling Non-Landing Pilot


    Monty Python's Flying Circus?

    Like the old "...Ham and Spam?" Stuff! :lol: "...and now something completely different":

    I've just booked an 2h 737 Sim-Session at LH Flight Training. So, if the instructor cooperates, I'll walk thru all the F/D and A/P modes and fill in the above Matrix.

    Beste Grüsse,
    -Michael

    • Upvote 1

  16. F/D Master lights out of sync?

    in Bug Reports

    Posted

    Quote

     

    Flight Director Display

    Turning a F/D switch ON displays command bars on the respective pilot’s attitude
    indicator if command pitch and roll modes are engaged. If command pitch and roll
    modes are not engaged, the F/D command bars do not appear. The F/Ds can be
    operated with or without the A/P and A/T. F/D command modes can be used with
    an A/P engaged in CWS.

    F/D commands operate in the same command modes as the A/P except:
    • the takeoff mode is a F/D only mode
    • dual F/D guidance is available for single engine operation
    • the F/D has no landing flare capability. F/D command bars retract from
    view at approximately 50 feet RA on an ILS approach.

    Normally, FCC A drives the captain’s command bars and FCC B drives the first
    officer’s command bars. With both F/D switches ON, the logic for both pilots’ F/D
    modes is controlled by the master FCC, and both FMA displays show the same
    mode status.

    The master FCC is indicated by illumination of the respective master (MA) F/D
    indicator light. The master FCC is determined as follows:
    • with neither A/P engaged in CMD, the FCC for the first F/D turned on is
    the master
    • with one or both A/Ps engaged in CMD, the FCC for the first A/P in CMD
    is the master FCC, regardless of which F/D is turned on first.

    F/D modes are controlled directly from the respective FCC under certain
    conditions. This independent F/D operation occurs when neither A/P is engaged
    in CMD, both F/D switches are ON and one of the following mode conditions
    exists:
    • APP mode engaged with LOC and G/S captured
    • GA mode engaged and below 400 feet RA
    • TO mode engaged and below 400 feet RA.

    Independent F/D operation is indicated by illumination of both MA lights. When
    independent operation terminates, the MA light extinguishes on the slaved side.
    If a generator is lost during a F/D TO or GA, or while in dual F/D APP mode
    below 800 feet, the FCC on the unaffected side positions the F/D command bars
    on both attitude indicators. If the F/D MA light on the affected side had been
    illuminated, it extinguishes upon electrical bus transfer.

     

     

    ....maybe this snippet (even from 737NG OM) makes it nearly deterministic.

    -Michael

    p.s.: I can see clearly now, but my brain is gone...;) 

  21. F/D Master lights out of sync?

    in Bug Reports

    Posted

    28 minutes ago, Litjan said:

    Hi Michael,

    the autopilot will supersede the flight-director - but the question is - if AP A is in command, but FD switch A is off - will there be a MA light on the left side? I think so.

    So maybe the logic is like this: Whenever any FD switch is on, there will be a MA light.

    If an AP is in CMD, then the MA light will be on that side, even if that side FD switch is off.

    If no AP is in CMD then the MA light will be on the side of the FD switch that is on AND was switched on first.

    So your second row would be:

    ....  B Master .... A+B Master

    third row:

    ...  A Master .... A+ B Master

    Jan

     

    Thanks Jan,

    that's my favorite guess too. Because it seems to be the most logical presentation of the underlying systems architecture to the pilots.

    Let's hope, that we can convince Mr. Boeing ;-)

    -Michael

  22. F/D Master lights out of sync?

    in Bug Reports

    Posted

    Hi Jan,

    please no violence in the cockpit:ph34r:!

    Before you will kill each other, take a look at this small matrix:

    AP_vs_FD.PNG

    I've crawled all manuals/documentation I was able to get my hands on, but I can't extract the (????) combinations. The books are not explicit enough on this.

    -Michael
     

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