I can have a look at the KLM SOP if that would help you when I am back at work?
That’d be much appreciated, thank you!
Will do, expect something next week Friday or so!
Found some Boeing specific documents which seems to agree with what @Sine_Nomine is saying. I’ll still have a look a the SOP though:
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From the devs themselves: Noise Abatement from charts into FMC - PMDG 737NGX | 737NGXu - The AVSIM Community
EO ACCEL HT is the odd ball here because it’s based mainly on company SOP or a prescribed procedure (EO SID, as an example), which, unless someone gave you one, you wouldn’t know what the SOP value is. For the purposes of the sim, you can just leave it at the default [800 ft].
engine out accel height I manually change in the FMGC on the approach to be the final height I wish to climb to (either published missed approach height or sector safe whichever I deem best). I don’t want to reduce my rate of climb until I am sector safe.
Likewise for us. We use a program called APG (Aircraft Performance Group) which uses data from the flight manual, the SIDs, our specific aircraft weight and balance, environmental factors, and their terrain database to create a custom departure procedure in the event of an engine-out. Generally, we only use it where 1) obstacles are a problem and 2) the published SID has a performance requirement that our aircraft can’t meet, but we still want to depart legally. Personally, I look at it as a way to find a way to get yourself into trouble, so I tend to use it rarely and conservatively. But to your point - if we crap an engine and take up the APG profile, I doubt ATC is going to have any idea what we are doing…
Now figuring out the world of Flight Control Laws in the Airbus. Very, very cool stuff to learn.
I was able to “simulate” Alternate Law operation by shutting down the ELAC 1 & 2 systems, Direct Law by shutting down the ELAC 1 & 2 and deploying the landing gear, and Mechanical Backup by shutting down all ELAC, SEC and FAC systems… with the proper indications and everything!
I giggled like a school girl when I saw that Flight Sim Labs went that far in their simulation.
Alternate Law
Direct Law
Mechanical Backup
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I haven’t been able to find anything of interest in the documentation on the network Chuck, It’s probably something more pilot training related and not touched upon at all in MX.
That’s your chart, correct Chuck? If so, really nice!
(I would add one more tab: LAWN DART. And under it, loss or all hydraulic power. 
)
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Nice to see the pfd showing correct symbology
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It’s fun watching you dive into this civil aviation “module” so thoroughly. Sometimes people poo-poo the civil aviation stuff, and poo-poo the thought of having it within DCS World, but a lot of satisfaction can be derived from properly running through the checklists to get a complex plane up and running, to the destination, and shut down without ever firing a shot. Yes, FSX and P3D have civil aviation covered, but I do think there is room in DCS for stuff like this. Not to derail the thread…but I just think it’s cool how you’ve approached this. Nice job…!
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To be honest, it’s so much more work than I initially thought. I completely underestimated the time I’d have to invest to get somehow proficient. The learning process is not a time sinkhole because it’s hard… but more because I need to un-learn all the bad habits I took from flying in other “combat” sims. I’ve come from flying an overpowered aircraft whenever I want, wherever I want in any way I want… to flying in a very structured environment that’s limited by boundaries, laws and regulations I’m learning about as I go.
The A-10C has about 3 autopilot modes. The 737 has N1, SPD, VNAV, LVL CHG, SPD INTV, ALT HLD, V/S, ALT INTV, LNAV, HDG SEL, VOR LOC and APP. And some of these modes can be used in conjunction with each other. I won’t describe each mode in detail, but having a general idea of what they do and when they’re employed alone requires a lot of research. Of course, I could just use the “Push CMD and set VNAV + LNAV” approach, but I want to understand the capabilities of the aircraft. Just knowing “oh, I could use this… what if I do that instead?” makes me explore a whole world I’ve never had the chance to experience properly before.
Overall, I’m loving it. When I first took off in the 737 doing a perfect roll without any alarm ringing, I knew I had achieved something. Engaging the autopilot that was set properly and watching EHAM shrink in the distance gave me a sense of satisfaction as if I had tamed a beast. I have come to a point where the PFD messages ring a bell and I actually know what it’s telling me. It may sound stupid, but I really like having that cheeky grin once I figure out the small things like “oh, I forgot to switch my baro pressure to STD since I’m above the transition altitude!” I’ve seen so many tutorials with glaring mistakes with the commentator going “huh? Why’s that happening? Uh… I dunno, moving on!”.
Keep in mind: I haven’t even landed the 737 or A320 “properly” yet. I’m still in the CRUISE section. After that, I’m attacking the approach and landing phases. Should be pretty interesting.
Civilian sims have grown on me. They’re more relaxing. They’re not about this I-shot-you-first-no-you-didn’t-yes-you-did sort of over-the-top competitiveness I see in combat sims at times.
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Sounds like you are getting older like me Chuck 
. My little X-Plane adventure in the DC3 has been very enjoyable despite a total lack of targets.
I did a quick summary for the 737 and A320 autopilot. Any advice to improve or clarifications?
I know it’s super-brief, but I figured that it would potentially help knowing what does what without explicitly listing pages and pages of procedures for each mode.
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737 Autopilot
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Autopilot Parameter Selectors
- Course Selector: Sets course in COURSE display for related VHF NAV receiver.
- IAS MACH Selector: Sets speed input to aircraft autopilot.
- C/O: Change over airspeed unit (IAS (indicated airspeed) vs Mach), usually used above FL260, or 26000 ft
- Heading Selector: Sets heading input to aircraft autopilot.
- Altitude Selector: Sets altitude input to aircraft autopilot.
- Vertical Speed Selector: Sets vertical speed input to aircraft autopilot.
Autopilot, Flight Director & Autothrottle Selectors
- Auto-throttle (A/T) ARM Switch : Arms A/T for engagement. Auto-throttle engages automatically when LVL CHG, V/S, VNAV, ALT HOLD modes are used.
- Flight Director (F/D) Switch: Arms flight director
- CMD A/B: Engages autopilot in selected mode.
- CWS A/B: Control Wheel Steering. Used as an “attitude hold” (CWS R = Roll Angle Maintained, CWS P = Pitch Angle Maintained)
- DISENGAGE Bar: Disengages autopilot.
Autoflight – Thrust/Speed Modes
- N1: Engages auto-throttle in N1 mode maintains thrust at N1 limit selected from FMC (or manually set via the N1 Set knob). Automatically engages in certain conditions.
- SPD: Engages auto-throttle in SPEED mode (maintains IAS/MACH value in display).
Autoflight – Vertical Modes
- VNAV: Vertical Navigation mode will follow the vertical components and restrictions of the flight plan entered in the FMC.
- LVL CHG (Level Change): Aircraft climbs or descends to selected ALTITUDE at selected IAS/MACH
- SPD INTV: Speed Intervention, aircraft limits its speed to selected IAS/MACH. Used while in VNAV mode. Used for speeds not set in FMC flight plan restrictions.
- ALT HLD: Aircraft levels off and holds its current altitude.
- V/S: Sets Vertical Speed to selected VERT SPEED.
- ALT INTV: Altitude Intervention, aircraft will climb or descend to selected ALTITUDE. Used for altitudes not set in FMC flight plan restrictions.
Autoflight – Lateral Modes
- LNAV: Lateral Navigation mode will follow the lateral components and restrictions of the flight plan entered in the FMC.
- HDG SEL: Heading and Bank Angle selector. Aircraft will roll towards the selected HEADING.
- VOR LOC: Tracks VHF Ominidirectional Range (VOR) localizer. Aircraft will only be controlled laterally.
Autoflight – Vertical + Lateral Mode
- APP: Tracks localizer and glideslope during approach. Aircraft will be controlled laterally and vertically.
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A320 Autopilot
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Autopilot Parameter Selectors
Tip: When pulling a knob, it’s YOUR aircraft (selected input will drive autopilot). When pushing a knob, the FMGS takes over (managed aircraft flight plan will drive autopilot).
- SPD MACH: Change over airspeed unit (IAS (indicated airspeed) vs Mach), usually used above FL260, or 26000 ft
- METRIC ALT: Toggles altitude unit system (metric vs imperial)
- SPEED Selector: When pulled, autopilot and auto-throttle will set the aircraft at the selected speed. When pushed, autopilot and auto-throttle will set the aircraft at the managed speed of the FMGS (flight plan).
- HEADING Selector: When pulled, autopilot and auto-throttle will set the aircraft at the selected heading. When pushed, autopilot and auto-throttle will set the aircraft at the managed heading of the FMGS (flight plan).
- ALTITUDE Selector: When pulled, autopilot and auto-throttle will set the aircraft at the selected altitude. When pushed, autopilot and auto-throttle will set the aircraft at the managed altitude of the FMGS (flight plan). Note that the autopilot will not go below waypoint altitude restrictions (in magenta on PFD altitude tape) in managed mode, while in selected mode it will ignore such restrictions (i.e. if you get clearance from an Air Traffic Controller).
- VERTICAL SPEED Selector: When pulled, aircraft will follow vertical speed selected. When pushed, aircraft will level off.
Note: These speed, heading, altitude and vertical speed autopilot commands can be combined together. It is very important to know whether you set them in “managed” (the FMGS flight plan restrictions drive the autopilot) or “selected” (your selected value drives the autopilot) mode.
Autopilot, Flight Director & Autothrottle Selectors
- Autothrottle (A/THR) ARM Switch : Arms A/T for engagement. Autothrottle engages automatically.
- Flight Director (FD) Switch: Arms flight director
- AP 1/2: Engages autopilot in selected mode.
Autoflight – Vertical Modes
- EXPED: Engages EXPED mode to reach the altitude window with maximum vertical gradient.
Autoflight – Lateral Modes
.
- LOC: Tracks VHF Ominidirectional Range (VOR) localizer. Aircraft will only be controlled laterally. Used in case the ILS system is unserviceable.
- NOTE: LS is not an autopilot mode. Pressing this button displays ILS (Instrumented Landing System) information on the PFD.
Autoflight – Vertical + Lateral Mode
- APPR: Tracks localizer and glideslope during approach. Aircraft will be controlled laterally and vertically.
“Bank angle! Bank angle!”
I know the feeling! It’s fantastic managing systems and seeing how they all interact, although I personally have a soft spot for proper engine management and realistic operating dials. I suppose that’s why I love the first and second gen of jets so much!
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Question:
In this video at 12:47
Can someone explain to me what happened exactly? The guy created his descent profile in the FMC. However, he had a conflict message on the FMC “UNABLE 250 KTS AT D095L” and “DRAG REQUIRED”. He first armed his speedbrake, then decided not to… then he replaced the descent profile’s speed restriction (240 kts) at FL100 with the speed restriction of the conflicting waypoint’s speed restriction (250 kts) at FL078.
Does anybody know what the guy in the video did and why? I’m really mixed up…
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Okay from what I saw. Airbus pilot so I don’t know the logic of the Boeing FMC
Speed restictions set on FMC
first) Waypoint D095L was 250
Second ) Waypoint BIG and Waypoint CI27L was set to 240
Even though he was Before WP (Wapypoint) D095L where the speed limit was coded as 250 you can see that on the PFD the aircraft was trying to peg 240 knots.
The pilot then Deploys speed brakes to remove energy from the aircraft and you can see on the PFD that the speed reduces to the target speed of 240 knots with about 1200 FT per minute rate of descent.
With speed brakes still deployed, he then corrects the error in the FMC allowing 250 knots unit WP CI27L. Now you see the speed bug on the PFD jump to 250 knots and the rate of descent increases to over 2000 fpm. Pilot then retracts the speed brakes and the rate of descent settles to about 1600 feet per minute.
So i can see from this the pilot allowed the automatics of the aircraft to increase speed in order to achieve a greater rate of decent.
He also has 2000ft set as final on the (airbus term) FCU and it looks like the predicted descent profile corresponds to WP CI27L. But this waypoint was coded at 3000. Maybe its using a managed profile to level at 3000 at WPCI27L then further to 2000 After this point. I am not sure how draggy the aircraft is but looks more than do-able.
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Great description Bogus. I read what you wrote before viewing the video and had a very clear idea of what was happening. You see it every day…Boeing or Airbus (or just about any other modern jet)–doesn’t matter. The box makes big energy management mistakes and pilots often compound those mistakes by bad programming. One of my unspoken pet peeves is watching a pilot try to trick-fornicate the FMC by changing the descent speed in the middle of the descent. Sometimes it works but more often it just confuses airplane and passengers both.
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