I’m really glad to hear that. Actually for climbs using the FLC mode is a correct procedure (with VNAV activated for constraints), it’s how the real plane is flown. I’m going to paste VNAV instructions we got for beta tests:
Engaging VNAV
There is a VNAV button on the autopilot glareshield button. But under normal circumstances you don’t have to touch it. You simply press the TOGA button on the Throttle before takeoff and LNAV and VNAV will automatically arm and engage after takeoff.
This is the only moment where you will see the flight mode annunciator show VNAV. Vertical Navigation is a general autopilot control but not an active autopilot mode. You must understand this to interpret the FMAs correctly that will come up during flight.
The rule of thumb is:
Any magenta mode refers to MCDU data.
Any green mode refers to manual (pilot) input.
Climb
The climb is executed in magenta FLCH mode. That is what you know as CLIMB from Airbus for example.
Unlike green FLCH mode, which you’ve used so far, this mode will respect altitude restrictions given by the MCDU.
Cruise
Upon reaching target altitude, the vertical autopilot will first change to magenta ALT SEL mode and once established at the target altitude to magenta ALT HOLD.
Descent
To follow the descent profile, you must ensure you are in magenta mode (most likely ALT HOLD if at cruise).
To initiate descent, set the target altitude lower than your current altitude. The vertical autopilot will enter magenta PTH mode` when passing Top of Descent.
PTH mode follows the vertical deviation indicated on the PFD, sourced by the MCDU and displayed on the Vertical Situation Display (lower MFD).
If you want to descend before TOD, press DES NOW on the MCDU cruise page.
This commands a 1000 fpm descent until intercepting the calculated vertical path, then continues automatically.
Power Management
During descent, proper power management is the pilot’s responsibility.
The MCDU calculates a steady 3° descent path (unless limited by constraints). It does not create level-offs used in Airbus/Boeing for slowing down.
Flaps are responsive enough to manage speed reductions.
If in FMS SPEED mode (magenta), the target speed bug will follow MCDU constraints or 250 kts below 10,000 ft.
Actual airspeed control remains with the pilot.
Approach
ILS Approach
ILS approaches can be flown by pressing the APP button on the glareshield when within ILS range.
The vertical autopilot will automatically switch to GP (green) when capturing the glidepath.
Also sometimes it can help to manually delete the aircraft’s WASM folder and let the WASM compilation happen again for the first start.
