[ Closed ] XP11.41 JD330 v.3.3 r1, r2, r.. (Page 1 of 7)

Pilot may control engines with:

+ single hardware thrust lever
+ separate hardware thrust levers
+ single incockpit manipulator
+ separate incockpit manipulators
+ single-mode/separate incockpit reverser
+ key-assigned hardware reverse switch key

I am the New one..
If is JD 330 compitabel with VR Mode.?
I whant to Buy but i need that info. Thank you very much.

Thank you very much sir..
I, am not very happy with answer... Because i whana fly in this bird. But i know what are you talking because is the same problem with another aircraft. Thank you one more time for answer and have nice evening..

Can we got mousewheel nob rotations on radios, AP, etc. ?

Thanks for the new update. I did a short test flight and I've noted that although in manual flight (ATHR and AP off) the LVL CLB annunciator in the PFD's ATHR section was still flashing. That should not be the case. Maybe you can fix that in the next updates.

I'm going to try to do my best to describe my flight from KLAX to KSEA with ver 3.3. r1.  Take-off, climb, and cruise phases were fine.  I began my descent into KSEA via the HAWKZ 7 arrival for an ILS approach to 34C (arrival plate available on skyvector.com) and while approaching waypoint HAWKZ (speed restriction of 270 and altitude restriction of at or above 12,000 feet), the A330 maintained a descent speed of 290 knots and did not command a reduced speed of 270 knots until approx. one mile from the waypoint (the MCDU had the waypoint programmed properly and it showed the speed and altitude constraints).  As I passed HAWKZ, the speed was approx. 280 knots and I deployed the spoilers (1/2 way open) to assist with reducing the 330's speed.  The altitude reached was 12,000 feet and the next waypoint with a restriction was FOOTT with a speed restriction of 250 knots and above 10K and below 12K.  The 330 then began to nose dive for no reason since technically, it was already within the altitude restriction.  The plane began to descend at a high rate of speed and the speed increased to a max speed of 319 knots.  The plane then corrected itself and leveled off.  I continued the approach and continued to descend via the arrival with managed descent and finally open descent to the lower altitudes for the final approach fix.  The approach phase had been activated and the speed was being controlled manually via the speed window and auto throttle.  I had slowed to 170 knots and then the engines began to spool up for no reason (auto throttle was still engaged).  The plane began to overspeed and would no longer descend and I intervened by disabling the auto throttle to slow the plane.  I deployed the gear, flaps, etc and was able to finally slow the 330 with the autopilot disconnected and manually landed the aircraft. 

With regards to the sudden nose dives, I have seen this behavior before with managed descent between altitude restrictions.  The 330 will command a sudden nose dive to reach a restriction on the STAR and it completely disregards the speed and rate of descent to make the restriction.  The speed will increase greatly and this normally happens at lower altitudes.  With regards to the sudden engine surge, I have not seen that before.  There was no reason for the 330 to begin to increase the speed with the auto throttle engaged during the final approach phase of landing.  The performance/landing data had been correctly entered and the approach phase had been activated. 

Thanks for reading.

GRIFF, I am not quite sure about, but I think that it depends on two factors. First the FL and second the TOD indicator. It happened also to me sometimes in the past and the cause for steep descent was TOD that seems to be too near for a smooth approach. It happened also when I flew over mountains at high FL and then had to descent quickly into a valley while speed although under ATH began to increase despite Speedbrakes were full deployed. Since I am always (!) beginning with the descent earlier than TOD, (depending on wind direction, FL, topography etc.) I have no problems. The only exception is the described situation of high mountains close to the airport. We shall discuss this two points with JAR.... BTW KSEA don't fit in the mountain category.....

Out of fuel?

Thanks for this report!

fix will be include to the next release

right now you may just put updated file into ../JD330/plugins/sys/systems/ folder

Okay, I found the command and will take a look on a future flight. 

Thanks...

Second test flight tonight: KPDX to KSLC.  I descended via the SKEES 5 RNAV arrival and an altitude constraint is listed on the chart for a specific waypoint (BEARR) and the crossing restriction is runway dependent.  In this case, I was landing south (16R) and the chart says to expect to cross at 16,000 feet.  I opened the MDCU, located the waypoint BEARR, and entered the altitude constraint of 16000.  The constraint was accepted and during the descent, I noticed the ND was showing BEARR with +16000 for the altitude (again, I did not enter a + for the constraint...only 16000).  So, the plane thought it only needed to cross BEARR at or above 16,000 feet indicated by the + sign.  Naturally, it crossed above 16,000 feet (approximately 19,000) and continued with the descent.  It met the other restrictions on the arrival but it should have made the restraint at 16,000 feet.  And yes, I understand: I'm the pilot flying and if I see that it is going to be above, I should intervene.  But, I'm testing to see how well managed descent is working with this build.  So, there appears to be some confusion with the computer interpreting manually entered altitude constraints in the MCDU and the managed descent making that restriction. 

Another thing that seems to continue to happen (at least for me), is the engines won't shut off after parking at the gate.  I follow the normal procedures of activating the APU, taxi to the gate, set the parking brake, and turn off both fuel cutoff switches.  The engines begin to spool down but don't shut down completely and there is still rotation shown on the ECAM and visually (and no, the engine blades were not windmilling).  I have attached some screenshots.

Pink block windshield came up in the first 5 mins of setting up 3.3r1