Crabby

No, they are not calibrated correctly. You can see that by looking at where the IDLE and TOGA tick marks are on the calibration graph. Either the calibration was never done or you have to redo it. Hit Start Calibration and follow the instructions.

Think of take offs and landings this way... EVERY takeoff is planned as a rejected take off. Becoming airborne is just another acceptable outcome of the takeoff roll. EVERY landing is planned as a go-around. Landing and taxiing to the gate/fbo is just another acceptable outcome. A takeoff performance calculator (or manual calcs) is designed to get you to V1 with enough runway left to safely stop or get to Vr.

You will never know if it is solved for your system unless you update.

Yea, I read your post. My post still stands. Variables are not just interaction but actions and movement.

LOL. Now there will be an untold number of posts along these lines: "When is the update with the Honeywell EPIC avionics suite coming out as was promised?"

In many in-depth addon aircraft, like this one, that type of functionality is unlocked using variables the sim does not have access to. I say normally because it is the case of many if not most. I don't use the in sim bindings for a number of reasons (this is not one of them as I hide the yoke since I have a yoke in front of me). I use Axis and Ohs. Many use SpadNext, and some use FSUIPC. These programs allow you to unlock the full potential of the bindings that are available. The in sim bindings are too limited and you should ( I would say HAVE) to create a profile for every aircraft. Same as I do with AAO, however AAO remembers what bindings you want to use for a certain aircraft so I am never in the scenario of rolling down the runway in the A300 while my bindings are set to a CRJ or 737 or worse a GA prop job. Also, I am in no danger of losing bindings during an update. It happened to me early on and though the community seems to think this won't happen again, 6 hours of work down the tubes made me not take the chance. In my opinion, AAO (or SpadNext) is a MUST have addon for anyone serious about simming on a PC. X-boxers can't use it.

I am not seeing this using AAO. Everything working as expected.

I believe that this may come from the MAGDEC.BGL file in the sim itself. I have not tried this particular approach but will when I return home. I have been in the habit for a long time (since FSX days) of replacing that file with the one available here: Navaids tools (sors.fr)

Ah yes, Hollywood. I went there too. Of all the things that time has erased from my memory, boot camp is not one of them. I can vividly remember all of it almost down to the exact days. The only thing that has changed is perception. While going through it, every day was chock full of suck. Now, everything, including the suck are things I look back on as the building of a man or just plain freaking hilarious. I constantly marvel at the drill instructor's ability to maintain bearing with all the dumbass and hilarious recruit stuff that happens around them.

Yea, I am pretty old school in every way.

Not helpful nor relevant to the potential issue and plane discussed here, plus it is not all instances of the 737 just like it not all instances of the A300. As noted, INI needs SPECIFIC information. There must be some confluence of events that triggers this, but it has yet to be identified. If it cannot be identified, then INI can't fix it. I had it happen once a few versions ago while I was away from the keyboard. I never saw it before or since. Some people have this happen every other flight. It is not "this issue" from the 737.

I would have to look on the actual performance tables in the FCOM. I am traveling without access. I am not saying it IS unsafe, but that the EFB thinks it is. In general though you have to be able to reach V1 at a calculated point on the runway that allows enough room to stop. The variables are weight, wind, temperature, altitude, density altitude, flap settings etc. I am sure you can take off in that distance, but takeoff is just an acceptable outcome to the takeoff roll. A good takeoff calculation assumes you will need to abort.

LOL, not applicable does not mean no limit exists. If you are in Class B air space you are on final or taking off. You are NOT interpreting the information you are presenting correctly. Good luck to you.

It says "Unable to find SAFE performance data" This is based on your weight, runway length, altitude and temperature. It will not present you with an unsafe option. Kick some fatties or gold off the plane and try again. Try another flaps option.

I am not talking about the CFR. I am talking about ICAO airspace classifications and speed restrictions. You are interpreting things incorrectly.

That jives with the performance tables I am seeing +/-.

Yea, no. 1. I have seen zero issues with NAV. It works for me. 2. I have had to change things in my route dozens if not hundreds of times because ATIS changes or ATC wants me to do something else. Takeoff runway, destination runway, change SID, change STAR, add a waypoint, go direct to a waypoint, delete a waypoint. None of these things has caused my nav to go off the rails.

No, there are a number of reasons it won't arm. 1. Not at platform altitude and in some other mode other than profile. I am normally in ALT HOLD 2. Did not enter the MDA from the chart on the Approach page. 3. Did not activate the approach on the approach page. I never look at the legs page to set up and activate an approach. The 3.00 that is important is on the Approach page, and when you activate it will read how far above or below that 3.0 you are.

I don't think it's a simbrief error, in fact I am sure of it. Everything looks fine until INIT B is filled out. It is either some issue with the plane or some conflict with the navigation data.

Really weird, I have not seen this behavior in other flights I have flown. Not even the FMC gobbly gook spd/alt restrictions/predications or the T/D. Are you using Navigraph in the sim as I am?

Class A airspace is from FL180 to FL600, so that does not matter. Class B airspace is generally 0 feet to 10000 feet msl, therefore you should be at or under 250 there anyhow. Most Class B has a speed restriction of 200 knots. This is why the speed limit is not applicable. In essence, no matter what Class B you are in you will already be below 250 knots if you are legal. Yes, you can delete the speed limits in some aircraft, however that is like my truck. It can do well over 100 mph (Go 5.7 L Hemi!), but I will hit the speed limit before I hit the engine limit. I will guarantee you that if you go screaming into DGAA below 10K at 285 you will end up with several numbers to call at a minimum.

Ok, after filing out INIT B I see the same as you. Have you flown this? If you have, does the aircraft follow those altitudes in Prof mode? If you have not flow it, see if they change in the course of the flight.

Ok, the plane defaults to 250 at and under 10K. As far as Ghana, they are a council member of ICAO. ICAO specifically states that operations at/below 10K are restricted to 250. Ghana's own regulations call out the penalty/suspension for exceeding speed limits in "critical phase of flight". They define critical phase of flight as below 10000. I have seen reference to China not having this limit and they too are council members of ICAO so there is that. Apparently, they never adopted ICAO airspace classification with the exception of Sanya Oceanic space where they use feet and there is the ICAO/FAA restriction. However, mention was made that most pilots flying into and out of China are flying Boeing and Airbus so having the restriction as "law" does not matter as those aircraft are speed restricted by default. On Boeing you can change it (not sure if higher or not would have to look) and on Airbus there does not appear to be a way to change it. At the end of the day the restriction is to make it easier to see traffic and other hazards like birds. I would not see a need to exceed that speed giving the proximity to the arrical airport when reaching 10K.

Have you flown an RNAV with this plane? It is not like any other aircraft you have flown. Go to Youtube and search INI A300 RNAV tutorial. If you miss one step, it will not work just like in the real plane. As for the DCT TO, don't know never seen that.

I loaded up: KRO2F KRO UN604 INBET INBE2B LTFM From LGAV to LTFM I don't see anything wrong with the SID and I am using Navigraph sim data. Not sure what may be happening on your end.