#Flightgear 737 manual#
#Flightgear 737 full#
#Flightgear 737 mods#

At the thrust reduction altitude (minimum of 400' AGL) the thrust is reduced, either by manual selection of the thrust lever position or by selection of an appropriate vertical mode on the Mode Control Panel (MCP) or manufacturer equivalent. Many modern aircraft are capable of carrying out a Reduced Thrust Takeoff in which the power needed by the engines for take off is pre-determined by the crew based on a number of factors such as runway length, wind speed, temperature, and the weight of the aircraft. Take-off (TO) Modeĭuring take-off, pressing the TO/GA switch or advancing the thrust levers to the TO/GA position will command the engines to increase their RPM to the calculated N 1 or engine pressure ratio (EPR).

#Flightgear 737 full#

On aircraft in which the TO/GA mode is selected manually such as current Airbus types, the thrust levers must be moved to the TO/GA detent (usually full forward) by the pilot flying. Regards (and good luck with the programming).Figure 1: TO/GA Switches, Source: “Flight instruments & automatic flight control systems” by David Harris It's painfully obvious that no one has a 100% understanding of these systems (you realise this when sim programmers ask embarrassing questions ) This uses CAS, Mach, Intertial Vertical Speed, Roll Angle and AOA, Radio Altimeter, N1 speeds, flap position.) Then there is the matter of 'Speed Trim' (controlled by the A/P computer, but only when the A/P is DISengaged). If the difference is more than 0.5 degrees, the autopilot will disengage.' There is a trim sensor monitor in the A/P which, during dual autoland, 'compares the Neutral Shift expected value from stabilizer position and Mach Trim feedback with the actual Neutral Shift Sensor input. There are messes of electrical relays (these will have to be linked to the electrical busses in proper simulations). The A/P also has links to the elevator tab servo valve and the mach trim actuator. The A/P knows how fast the trim drive motor is running. There are position feedback circuits to different autopilot computers. There is interaction between control column movement (and manual electric trim) and autostab trim operation. There are different trim limits depending on trim mode (auto/manual) and flap position. Trimming speeds vary, dependent on flap position. The A/P trims at a different rate to manual electric trim. If the 737-300 is anything like the NG series, stabiliser trim is a complex beast indeed. 'So what obvious ( to you lot) blooper have I made?'

We are working to extend the range of aircraft and scenery that is freely available (no expensive add-ons) Input and criticism from real-life pilots is especially welcome. Although lacking some of the 'eye-candy' of the commercial competitors, we are told by those who should know that the Flight Dynamics Models are much more realistic. It will run on Windows, Macs and of course all flavours of Unix/Linux. How many complete turns of the stab trim wheels are required to go from full nose-down to full nose-up trim?įlightGear is an Open Source collaborative simulator project freely available for download at With nearly 10 years of development now, it is a realistic and much cheaper alternative to Microsoft FS or X-Plane. I'm extending a 3-d cockpit model of a 737-300 for FlightGear Because we'd like maximium accuracy (we pride ourselves that this is a sim, not a game!) I thought I'd ask here.

#Flightgear 737 mods#

I'm sure the mods will shunt it accordingly.

Firstly apologies to all if this is inappropriate for this forum.