I am a real world Airline Pilot, currently rated on the A320 Family. My flight career covers over 25 years of flying the Boeing 737, Boeing 747-400 and the A320/319/321 along the way. Having also followed along the developments in PC flight simulation since 1992 brought me the opportunity to become a technical advisor for the FSLabs A320 and now the FENIX A320. The developments in PC flight simulation has been very fascinating and he level of simulation depth has reached a point where new flightsim pilots are struggling to learn to fly these complex aircraft. This is where I see the chance to help through my videos and livestreams.
Please leave a thumbs up if you liked the Livestream/Video. Cheers!
Tips and Instructions are only to be used for the Flight Simulator on your PC! It should go without saying that I am only flying a PC Simulator, not a real aircraft. My livestreams and videos are therefore not intended as professional instruction!
I encountered a bug with the speed brakes. I used them during descent, but then they wouldn't retract. The sim didn't respond to my key binding or mouse click with spoilers. Everything else continued to work properly.
@@Crazyitalian997 spoiler: the rotate flies better. It has a pretty heavy pitch axis though, which I dont think is the most realistic thing as many pilots say the md11 is very sensitive
I knew it. The systems of this aircraft are perfect, but yet AGAIN another high fidelity aircraft that is let down by Asobo's stupid physics. To me, it makes no sense to fly a perfect plane that controls like a Cessna. That's why I use X-Plane+Rotate MD-11. I would use MSFS if the physics were better, but they aren't. Let's see what MSFS2024 brings.
completely agree. Such a shame. Everything looks so perfect in MSFS.. however.. the most important part (flying) just completely ruins the experience with how bad the microsoft physics are. But then again this is made for the masses, and therefore physics come second to visuals and content. shame.
@@SunSkipper360 even if it’s made for the masses a significant part of those 15 million users are hardcore simmers, Id argue they are even more than the x plane users alone, so the reasoning “it’s for the masses so the physics is trash” doesn’t really hold up to me. What I believe is that msfs 2020 was basically an alpha for 2024 at this point. They must get things right now or they’ll lose a chunk of their userbase
How do the real pilots know what speed they are currently trimmed to? Is this with the Auto-Throttle off? I like to manual fly so AP & AT off and am struggling to trim the 777
In the real aircraft pilots get an instant feedback through the yoke. If the aircraft isn’t trimmed to the current speed the pilot has to continuously push or pull on the yoke to maintain the current flight path (i.e. level flight). This feedback isn’t available to flightsimmers unless they have a force feedback yoke.
how many springs do you have in your yoke and does that approximate the stiffness on the real 777? 4 springs make it quite stiff so making small pitch inputs is not really smooth, 2 feels rather too soft. so wondering how you set it up at your end. thanks for the videos.
Is it true that the B77W, with AP turned off and A/T turned on, when approaching at an altitude of 20-30ft above the runway, automatically reduces the throttle thrust to idle?
During flare: flight director roll and pitch bars retract from view between 25 and 50 feet radio altitude, the autothrottle begins retarding thrust levers to idle
Hello. Is it true that in the B77W during landing with A/T on at 20ft above the runway the throttle itself reduces power to idle even though A/T is on? In the B737 the pilot has to pull the throttles back manually. However, here it is supposedly automatic.
During flare: flight director roll and pitch bars retract from view between 25 and 50 feet radio altitude, the autothrottle begins retarding thrust levers to idle
From our Discord server . discord.g.g/EyPAkuJWaP You need to type hello in the welcome channel to get access to the Flightsim-Help channel where the plugins are located
So are we automating the trim to maintain pitch... or speed ? E.G. When you land, you extend flaps and reduce throttle deliberately to reduce speed, but you need the same pitch to maintain the fpm decent rate, to stay on the GS. I'm confused.
As you change flaps setting and reduce speed you are changing the relationship between Center of Gravity and Center of Lift. That causes the necessity to change the stabilizer position, hence the pilot needs to trim in manual flight. You trim the FBW speed reference to the new desired airspeed that you need. The FBW speed reference setting does not influence the autothrust! The position of that FBW trim reference speed is the airspeed the aircraft will stabilize at eventually if you let go of the yoke. So the FBW in the background will pitch the aircraft up and down (depending on the actual airspeed being fast or slow) until that trim reference speed is attained.
@@Blackbox711 thank you sir! My next question for you is, does the Y/D work all the time as long as the fmc is powered or is there a switch I’m missing? (I’m used to the 737-800 overhead switch)
After a lot of time in the 747 it is strange to trim that way in the 777, specially if you get slow on approach. The airplane wants to put the nose down, you have to pull to maintain the glide and put a lot of power into it. Funny aircraft. Is the trim system the same in the 787?
@Blackbox711 I heard that some airlines write in their SOP that AT has to be on during landing. What are your thoughts about this and what does your airline say?
@@midair2376our airline has a manual flight/manual thrust philosophy. I don’t see any of those two options (manual thrust/autothrust) being more or less safe.
Hi BB. As a 29 year 737 pilot and ex military pilot, can you confirm the same principles hold for manual flying in the 777 as they would in the 737. That is, one sets the attitude and then trims to remove all control column forces. Without the FBW indication on the speed tape in the real aircraft, how do you know what speed you are trimming for ? I understand that the FBW system works differently under the hood, but isn't it for all practical intents and purposes the same as the 737 for manual flight ?
Hi. Taking your example: lets say you are flying manual and trimmed nicely for 250 kts, flying at 3 degree pitch. Then you want to climb at a pitch of 6 degrees. You would pull on the yoke and put in a 6 degree pitch value and manually (or autothrust) add thrust to maintain the 250 kts. Then no pitch trim input would be needed as the FBW would do its thing to maintain the pitch. The principle of the FBW system is mainly to help stabilize the aircraft and to keep it within its flight envelope. Boeing has a slightly different design compared to Airbus where the automatic pitch trim does not include speed changes in manual flight. Airbus on the other hand does this too.
@@Blackbox711 Ok so you’re saying that if I did the same thing in the 737 I would have to re-trim as I changed from 3 to 6 degrees whereas in the 777 that’s not required.
@@speedbird8326 a pitch increase changes several aerodynamic factors. The 777 adusts those in manual flight apart from a speed change trim requirement. In a 737 there will be a trim requirement already for the thrust increase. So yes, in manual flight the 737 will need more trimming.
In manual flight with autothrust on (is this allowed on the 777?) is the trim speed reference setting coupled with the speed setting for the autothrust?
The FBW speed trim reference should be put to the speed you want to fly. So if the speed deviated from reference speed and you want to return to it then don’t change the trim.
Vielen Dank für das informative Video um das Fbw und die damit verbundene Trimmung zu verstehen und richtig anzuwenden um das Flugzeug auch manuell korrekt zu fliegen
Thanks for this very informative. Wrapping my head around boeing fly by wire is new for me. I’m trying to set up a force feedback profile, with that in mind would it be accurate to say that when the aircraft is AT trim ref speed the control forces are very minimal? If wanting to accelerate, pushing forward on the yoke will have more force until reaching the new desired speed while moving trim simultaneously. (Making it essentially feel like a conventional aircraft being “in trim”)
Hey. Thank you! With a force feedback yoke it should be as you wrote, there should be no control forces when the actual airspeed is at the indicated trim reference speed. The challenge comes with airspeed changes. An instructor will tell you to correct first with yoke input and then trim away the pressure. However here as you wrote you would do this in tandem just like in an conventional aircraft. The more you practice the more intuitive it becomes. Btw. I had to order the FF Brunner after watching you fly with it. Happy Landings ✈️
@@Blackbox711 thank you that helps! Oh wow thats awesome I cant wait for you to get it so you can make even better profiles! lol the software takes a minute to get used too, and its not perfect, however once you go FFB there is simply no going back. Cant wait to hear what you think about it!
Could very well be. It is not described in much detail on how and when the FBW system uses elevators and stabilizer position. If you find a good reference I would love to hear where I can find that.
There are quite a few checks to prevent the FBW from flying the airplane with the tail plane.Can’t remember how Boeing did it, but checking the column position OR checking the rate of elevator deflection can both rule out the transient motion.
It’s good to see someone utilizing this feature in the PMDG 777, for years I’ve been the only one on YT I’ve seen use this feature. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-Jgmob3f5Bao.html
captain should you do de icing and anti ice with fluid type 4 at the gate even when the temp is for example 10 degrees celsius with no rain or only in freezing conditions which is below 3 degrees celsius and also when exactly do you turn on anti ice from the overhead panel is it after engine start and when to turn off anti ice as well ?? please let me know thanks
Deicing/Antiicing with fluids is only done when you have frost or snow on the aircraft. The engine anti ice is used whenever temperature is below +10 degrees Celsius and visible moisture like fog/clouds or contamination on taxiways. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-llFXWfjju84.htmlsi=_5W0e4xFHE3zKftn
I can’t quite seem to figure out your nationality! Your accent sounds quite South African but sometimes it sounds so British aswell, a bit similar to Lando Norris’ accent. If you’re willing to disclose, please let me know because this keeps bugging me when I watch your videos 😂 Edit, sound a bit Australian too so confused
Thats it, I am returning to MSFS. I flew a lot the B747 in P3d, but there are so many problems. Old designations for runways, missing ILS for runways, and I dont want to pay 35 Bucks for an airport always. The 744 will always be my favorite jet but the overall MSFS package is just better.
Really great to see that the fbw pitch issue seems to have been addressed. Really quick response on that! Plane still seems stiff and twitchy though. Looks pretty but doesn't fly naturally.
