New Global Service Pack Features

Global Service Pack for the Boeing 737 Series X2 - X2.9.
The GSP is a huge overhaul that took Ariane's developers 9 months to realize. In addition, it adds many new features (like advanced VNAV) and system updates. Although the developed work was  scheduled for new releases following its long development cycle, Ariane was informed by its users that if the updated work was offered as a service pack and the new features (that were for the new versions) were released  as retro-fit, upgrade products that this method would be better supported. This is a test area for Ariane to see if such offers of support will work.

What's New?
New features included in this pack are enhanced lighting, switchable US Pound to Kilogram Fuel Indication, Momentum effects, updated FMS and an introduction to VNAV for the entire range of Boeing 737 aircraft among many more.

The GSP's original intention was to fix known issues and problems while it adds brand new, VNAV functions and FMS features to the 737-700/800/900er and 700er as well (and which also includes some very important updates to performance, initialization, start up, N1 control, FMC management and FMS enhancements as well as navigation co-ordination and settings that were introduced to the Boeing 737-700er). MD Neville Rolt said:
"This is what customers asked for and this is how Ariane have responded and this time round, it will not cost customers one penny (US users and Euros please read cent) to get these updates."

How to Install (Please read ALL points before clicking anything).
1   Go to the top of this web site where it says ACCOUNT and log in to the account page. When logged in, all of your Ariane orders will be displayed with their relevant links.
2   Locate the links on the ACCOUNT area page.
3   Click each link containing the letters 'GSP' in the exe title.
4   Download and install each GSP exe file for every 737 you purchased (make sure FSX is shut down). So, if you purchased the 700 and the 800 variants then you need to install both files.
5   Install the pack AS ADMINISTRATOR (if you ignore this advice the files may not install at all no, you don't need to install the airlines, there is no need due to the way that the GSP and its content has been designed).
6   IMPORTANT. The product does NOT need to be re-activated. (Any re-key requests will be charged for to pay for the additional admin if anyone does try this option).
7   READ THE MANUALS !!! The manuals are NEW. You must read the NEW sections and not take a chance that you will know how things work. (If you email us as a means of 'lazy training' we will charge for such support! Sorry, not being rude about it but we have a lot of support to respond to and too many people take this as a short cut to learn).

After installation, all customers will be able to fly each of the Boeing 737's that they purchased as brand new, enhanced versions without worrying about paying for the updates which are being provided to loyal customers as a way of saying thank you to everyone for supporting our work.

(Pilot Shop and Simmarket customer versions note: They will be released as soon as the process is completed with them).

NOTAM TO ALL USERS
We would like to thank everyone for their patience and good nature while waiting for the files. They say "good things come to those who wait" and this is no exception.


VERSION/S HISTORY

FMC 1.11.0

WHATS NEW? IMPORTANT NOTAM - TOGA ISSUES

1. TOGA may not work on some airports (because TOGA automatically disconnects on baro / alt 600 feet - if the airport pressure is not set then TOGA can be disconnected immediately after enabling it when (and if) the displayed altitude is above 600 feet) - we removed a 'check to baro altitude' and TOGA automatically disconnects on 600 feet radio height. Keyboard shortcut for TOGA is as always - Ctrl-Shift-G

2. We appended VNAV PATH - the append deceleration section before 'start descent from cruise' has been updated.

We worked on the DESCENT NOW function to fine tune it and this is one area that does work very well but it is a fait complet.

N1 vs SPD table logic has been updated so that N1 value is more refined.

TOGA Process
During testing we found that with AT switch to ON and Ctrl-Shift-G [TOGA] from the keyboard, the throttle levers were going forward but did not reach a GA (go-around) value from the fmc N1 page. Disabling TO/GA by pressing Ctrl-Shift-G or switching the AT to OFF we found that the levers stayed in the same position, and were armed (can be move backward manually). On checking the code it was found that the problem could have been in the N1 to Throttle Levers table (wrong source data, wrong calculation and table always present as 'Throttle Position 0' - so as a result the levers fixed at 0). But it was another value that was the cause of the zero fixing.

From tested FMC version 10.03, TOGA was then found to be ok. We did use fmc ver.1.9.2 (the existing fmc and standby gauge from the panel folder in the aircraft removed and used the latest gauge version 1.9.2 from the gauges folder).

AT to ON
Ctrl-Shift-G

TOGA is working at this version release. No conditions exist for TOGA to fail.
The green bug on EICAS N1 moved to 97% and then both levers move forward while not reaching the TO position so TOGA was revised.

"DES PATH UNACHIEVABLE" message working.
Theoretical deviation parameter (coded) for monitoring process of descent working.

We fixed the calculation of displayed distance to TOD and fixed calculation of point to start deceleration before descent. (We recommended that we increased the value's in the table for deceleration phase).

VNAV PTH indication on the EADI now shows VNAV PTH only when ACTIVE (also as LNAV, DESC PHASE etc.
Changes in deceleration table (now calculated deceleration in meters/sec2) were made in bold as follows, to recalculate trajectory values.

VNAV PATH DESCENT therefore now calculated as a 2.7 / 3 degree line from cruise to the runway.

If "NewDescent" is not set to 1 then it will use old calculation based in the internal logic descent table.

Refined PATH logics to a much more stable and accurate reporting on visual.

Altitude Calculation was changed to 'absolute altitude' (based on airport absolute altitude). This is in MSL.

Work on VNAV PATH and its indication revised.

Test flights proved to be going very well within 2.7 degrees ON GLIDESLOPE (some test flights showed a 'below glideslope' deviation and some were level on waypoint altitude while the waypoint was not reached at the right phase in timing).

Updated change on climb from VNAV PTH to VNAV SPD.

Changed logics of VNAV PATH DESCENT (flight by predefined angle with a calculated vertical speed where [three dots] speed maintained by operating the engines with engine throttles instead of using LVL CHG logics (retard engine and maintain speed by change in vertical speed).

Overspeed Notam
We made some experiments with a controlled engine and flight situation with some predefined angle constraints (control of the speed was by using throttles and descent with a calculated and a vertical speed) - this produced an irregular overspeed on altitudes above 10000. We returned back to a descent with idle engines and a controlled descent by a value of vertical speed with a variable control speed factor using a drift-down, codiger and this proved to be more stable.

All overspeed situations when the flight is above the restricted path have been solved. However, this does not necessarily mean that the problem will go away. The problem that we are left with that we cannot solve it USER ERROR. Ariane Pilots must take care to not have an excessive weight factor left in their fuel / cargo / passenger gross totals when at their TOD. How does a HIGH factor cause a problem? By poor pre-flight management. A poor and irresponsible, fuel management calculation (for example, filling up tanks to 99 for all tanks on a journey that only requires a 43/43/12 flight distance to burn, for example) will mean a very heavy aircraft on a drift-down. This will probably overspeed 9/10. It stands to reason. Downhill wit excessive weight = an increase in speed relative to the extra weight. We don't make a gauge that lies and 'cartoons' a journey that is veneer thin of data. THIS IS REAL SIMULATION.

Changes in the descent logic - the aircraft must be level-on when a below path at waypoint altitude situation is engaged, without a nose up/nose down issue out of the range (it will slowly descend but not reach waypoints if this occurs.

Added a vertical deviation scale to the map in PATH MODE descent.

Enabled DESCEND NOW button (the aircraft will descend within 1000 ft/min before it reaches the calculated path).

The 'ideal angle' in the flight manual is a 3 degree descent path but we think that 2.8 means that there is a need to descend much earlier so this means a re-calculation of the TOD point.

FDx
When aircraft flies slower than 0.8 M - on idle thrust, the aircraft decelerates (the speed drops dramatically). When the aircraft flies faster than 0.80-0.82M - on idle thrust at high altitude (we tested at 31000 ft)- the aircraft increases speed on idle thrust (with the throttles set to a zero position). As result, when an aircraft in any situation, flies faster than its speed limit (example: 0.82M at high altitude when it should be no more than .78 on average) the aircraft will fly faster, increasing its speed exponentially, independent from the set throttle lever position. While a flight in limitation will have an 'overspeed not present' situation (in other words we will not see an overspeed situation because we fly in a predefined limitation and this is why we do not see an overspeed occur).

Allowing the aircraft to over exceed placard limitations results in overspeed (this can be stopped only by airspeed brakes to decrease the speed exactly as our real world pilots report. This factor has several causes such as cargo and pax weights, excessive unspent fuel as weight and head or tail wind factors). In other words, no different from real world.

Fixed small bug in deceleration calculation.

Tested new ini entry about deceleration.

Changed elements of CI calculation for DESCENT (calculated descent speed is cruise speed, multiplied by 0.975).

On test flights the aircraft follows by descent angle a very smooth, +-5 ft deviation from the calculated path line.

At this point, we considered that VNAV PATH was finished and we could begin work over other developments.

Changed climb calculation for more correct calculation of Top Of Climb [TOC] point in a condition "when before TOC point route waypoints are not present". In various climb configurations tests proof was provided that the FMC was making the calculations.

Example User Issue
CTD. After creating the flight plan in the FSX flight planner and loading the CO ROUTE, it took the plan and all fixes loaded in normally. However, here's where the problem came, I went into the DEP/ARR page to select my arrival runway into KLAX. After I selected I25L and hit EXEC, bingo, there's the CTD again. Below, I have pasted the information from the event viewer. Now, I shouldn't say this is a CTD per se, it's an application hang where the program stops responding and never recovers. On this version this problem has been solved. Some refining of VNAV and LNAV operations as a result of comments on the MAINT list, forum and emails to support.

Fixed small bug in deceleration calculation.

Work on VNAV PATH finished.

DCA Logic Advanced.
Following a customer reporting that his aircraft was not making a dual channel approach (could not turn on both APs when lined up for the approach) we decided to check the DCA logic and found that it was working within the criteria for all Dual Channel Approach Procedures as follows:

1 Tune both Navs Radios to the approach frequency of the RWY being approached.
2 Make sure that the aircraft is under 3000 feet MSL.
3 Check and make sure that the aircraft is on the glideslope and has selected the GS to begin the capture and that the capture is being held.
4 Press CH A and on responding, press CH B and both Channels will then perform a dual channel, systems approach.

Additional Notes
BOTH flight director switches must be ON and the aircraft;s GS system must capture the glideslope (remember - due to the way that FSX works, simulator specific glideslopes can be acquired only when aircraft captures the glideslope. UNDER glideslope path conditions, in other words the aircraft must fly level and below (or within) the glideslope 'corridor' before capturing (the GS marker on the EADI/EHSI display must move down and when the GS marker crosses the zero glideslope line then the glideslope is considered as captured). The localizer must be captured first.

Work on new GPWS system finished and new elements defined in tables for forthcoming VSD Display System for TechAPPS. A new and working VSD display has been developed as a TechAPP. Tests showed successfully, that a simulated and real-time, calculated VSD RELIEF DISPLAY worked as in real time and in hard relief constantly changing and constantly calculating the terrain and this constantly moving and constantly calculating logic can actually be seen as the aircraft flies. The VSD TechAPP features altitude scales, relief painting, vertical speed vectoring, vertical speed setting vectors (in V/S mode), flight plan waypoints markers and warning segments. Everything else in the VSD works as per the Boeing Manual section on VSD (available from the Manual Store as a section addendum).

We did note that some calculation errors on VNAV had been present because we implemented some new parameters into the logic structure but there were reports about some users changing or editing their files (if certain edited or new parameters are not present in the code list then the FMC System would use a predefined default value set for parameters and the default parameters may be not as precise for various sets of aircraft dynamics, where changed or edited)!

About ENG PANEL (CENTER FWD PANEL) and manual setting of takeoff N1.
When setting the N1 or ENG setting for ENG 1 or 2 then using any USBN joystick, the joystick then counters any setting and ignores it. For any and every joystick we must solve one problem but this as can be imagined, is complex. It works without having a joystick plugged in. Pressing ToGo keys (Ctrl-G), and when the aircraft switches to takeoff mode you switch to N1/VNAV and the position of throttle control on the joystick is ignored. With manual definition of takeoff N1 on the ENG Panel this needs work.

FD indication on manual takeoff if TO/GA pressed (when N1>80 on ground)
One of the main topics is the increments on the N1 settings knob do not allow any more than increments of 5 marks at a time whereas on the FS9 version they were very accurate and allowed them to be moved in increments of 1. Various joystick throttle control levers is the problem. If we could find a key press to disable the throttle, then the N1 manual setting could be used.

To check about the manual N1 knob (we think that the problem persists because in the virtual cockpit the knobs use some different mouse operations instead of a 2d cockpit).

NOTAM RESULT. Never 'fiddle' or 'edit' our cfg or air data. Besides breaking our copyright, we cannot be held responsible for changes that users make that result in unpredictable aircraft behaviour and worse, in FMC and FMS errors in calculations and the resultant flight unpredictability.