Eurosky

The OIS on the Ini A350, not sure what Aircraft version being simulated here. Would be nice to get an accurate Airbus/Thales FlySmart OIS version on the Ini A350. In line with most current operators. Fantastic aircraft otherwise.

600 kg a minute to reach target of 39.5. Simulation fuel transfer rate incorrect. Simulated rate is way to slow. Most simmers will have no idea about what i am talking about. But fuel transfer rate is incorrect. It is too slow. Long story short, A380 Optimal CG is 39.5. If CG is far off optimal, pilots press the Auto Ground Transfer button on the overhead panel. This will transfer fuel to the Trim tank to reach an optimal CG of 39.5. When Trim Tank (Trim Tank fuel is in the tail section with capacity of around 18 tons of fuel) is full and or CG is 39.5, transfer will stop with associated ECAM. A new loadsheet will be required with the updated trim tank fuel. For some reason Inibuild does not include the Trim Tank fuel in the loadsheet. Not correct and not realistic by far. A380 is a complicated airplane. For short flights with less then 47 tons of fuel, no trim tank fuel needed to stay balanced. Operating the A380 is complicated. Did my last A380 flight last night. Off to the A350....... Just a minor point.

Setting up the A380 a is very time consuming and borderline complicated process. Preliminary loadsheet received, crew calculates fuel figures needed via the ofp/tablet and shares with engineer. Relevant figures entered in the FMS (ZFW, ZFWCG and Pax Numbers). Pax numbers needed to configure the air-condition system. The FQMS page on the OIT should now show the crew trim tank fuel needed. Target is 39.5. Normally trips requiring more than 47 tonns will require trim tank fuel to be loaded. If not available, crew will use the loadsheet application (not simulated) to determine the trim tank fuel quantity. If fuel still not balanced to company or crew satisfaction, crew will use the Auto Ground Transfer to reach the optimum CG of 39.5. About 600 KG per minute for the transfer. Crew then sends the final fuel figures with the correct trim tank fuel quantity to load control. Fuel SG is needed ( normally given by the ground engineer). A final loadsheet is then generated and received. GWCG will be entered in the FMS and a final loadsheet confirmation will take place (ECAM GWCG and Loadsheet GWCG should be within 1%), followed by crosscheck with avionics on the TOPA page. Finally a loadsheet acceptance will be sent to the company via the OIT with a subsequent received message from the company. An accurate loadsheet is a vital part of the operation. For an accurate loadsheet confirmation to take place, the trim tank fuel quantity is needed. Unfortunately, Trim tank fuel quantity is not currently listed on the loadsheet. Secondly, Final loadsheet should not be sent to the aircraft without fuel figures sent from the flight crew via the OIT. A380 is a slightly complicated aircraft in terms of loading. I suggest you perhaps add "Realistic Mode" and "Fly Mode" to the simulation for the loading section. Realistic being full OIT/FQMS and Loadsheet simulation. Fly Mode, being automated fuel and loadsheet simulation without much pilot intervention. Just some minor points.

BTV, wet and dry line should be Magenta. Current build, wet line is white. "Adjust Desired Track Or heading" should show up on the FMS whenever doing Course Intercept on approach. Pull heading is the correct action, removes "adjust desired track or heading message". Course intercept for approach is currently bugged/incorrect. Needs to be revisited by your programmers. Minor stuff.

The A380 (without brake fans) is notorious for hot brakes during ground operations. Very common to get the hot brakes ECAM after engine shut down. For departure Limit brake applications as much as possible and plan your taxi. A 20kts-10kts technique is often used at heavy weights. The Ini A380 is however very conservative in terms of brake temps compared to the real aircraft. 300 degree C is the limit for takeoff. Pushing from the gate with temps in access of 150C will most likely result in Hot Brakes ECAM during taxi, unless a very short taxi. If the Hot Brakes ECAM should arise after takeoff thrust is set, it is acceptable to continue the takeoff, but leave the gear down until temps are around 260-270 degrees before raising the gear due to residual heat build up.

When flying through convective activity the green track is same color as the weather depiction. Result is loss of visual FMS track routing through the convective activity. Perhaps related to the display brightness setting.

Small minor detailed I just noticed. When CPDLC connection established and/or ADS-C connection indicated in The Mailbox, The FMS, ATC COM box is not indicating the connected ADS-C Station. Picture for correct illustration. The Mailbox connected ADS-C ground Station should be listed under ADS-C Connected Ground Stations on the FMS Com page. Minor detail.

The WHEEL …MORE page does not have Tyre Pressure indication. However, on the WHEEL MORE page tyre pressure is indicated. The Wheel MORE page can be selected on the ECAM Control Panel (ECP). I have attached a few pictures for illustration. Hope this helps.

Think the problem is the LIZ3 CPDLC/Acars addon. I had an older version installed.

Minor error I just found. The FMS POSITION drop down menu. GPS should be replaced by GNSS (Global Navigation Satellite System) and a subsequent page with a top GPS selection menu and a GNSS Data subsection below. Secondly, FMS Data, Waypoint. Should open up a box where you enter database waypoint. Ex, KJFK31L, enter KJFK31L into the page, will give the lat/long for quick return. Reason for needing this Lat/Long. We insert the landing LAT/LONG into the standby navigation display (SND). Will give a direct distance and direction to the runway for a quick return and situational awareness. Just a few minor details to consider.

It is my pleasure, Kyle. As a flight Simulator enthusiast for over 2 decades and an A380 pilot I truly enjoy assisting fellow simmers. I am fairly new to the Airbus family and the A380 so assisting the community is also helping me refreshing my knowledge and understanding of this incredible aircraft. Thank you and to your Inbuild colleagues for giving us an incredible rendition of the A380. You are by the way doing a fantastic job on the forum Kyle.

The Notify To ATC drop down box arrow in the real aircraft will give you a list of ATC stations to connect to. You scroll down the list and find the station you want to connect to, if you don't feel like typing it inn. Seems to be stored in the fmc database of some sort. Could not find any documentation about it though in the manuals. Normally we just type in the code, much faster than scrolling down the list looking for the correct 4 letter ICAO code. A nice realism touch if implemented in the sim :). Hope that helps.

HI, It is not normal practice to manually transfer fuel on the A380. Only when requested by an ECAM. If deciding to manually transfer fuel without an ECAM refer to the Fuel Man Balancing Procedure. However, Outer tank Man balancing is not possible. Actioning the Outer Tank Transfer push button switch (guarded switch for a reason) , should only be done if the automatic system fails, Fuel Temp Low ECAM (fuel must be transferred to another tank before it freezes) or no automatic alternate transfer is possible. The Transfer is then going to the respective feed tank. The transfer should however stop when turning off the Outer tank transfer push button switch. The transfer pump should turn off. Fuel is normally kept in the outer tanks as long as possible in flight. The lift produced by the wing in flight creates an upward bending moment. Maintaining fuel in the outer tanks as long as possible reduces this wing bending moment. This is why the outer tanks are not completely filled on the ground as the opposite occurs due to the engine weight. Only exception is if all other tanks are already full. This is called Load Alleviation Transfer. When the fuel in the outer tanks reach -35C cold fuel automatic transfer initiates. It transfer the cold fuel from the outer tanks to its respective feed tank without pilot intervention. I have not seen or tested any of this in the Ini A380, so no idea how the sim handles this. Hope this info clears things up a bit.

Thank you.

FMS, Data, Waypoint page. This page will give you the lat/long to entered waypoint/airport. For departure we normally pick departure airport for a quick return indication on the SND. We normally use that page to enter the lat/long for the SND (Standby Navigation Display) for situational awareness or oceanic ops. We normally enter all the oceanic waypoints as a backup on the SND. Just a minor point for refinement.