Crabby

I have not seen this anywhere I have flown so far (US, Alaska, Canada, Mexico). This actually sounds like a problem with the in sim nav data base or if you are using the Navigraph in sim replacement data, try it without because the A300 cannot read that. I load up a flight to there just to see what is in the FMC for me.

I have them. You mean you have not searched for the FCOM and POM for your planes? What did you or didn't you do withing the t/o performance calculator? For example, did you change the flaps settings? Did you select the packs off option? Did you try different slats/flaps settings?

Yea, that is why I stopped paying attention to the first load and never reported it at all. To me it is only a very very very minor nuisance.

I am not sure where it is at in the FMC and I am not in the plane at this time. I guess I also wonder why you would want to change the speed at that altitude/flight level as there is an actual speed limit there. Granted we are in a sim, but most folks want to fly realistically and in real life you cannot go 285 at that altitude.

Yes, however the DEFAULT speed limit at/below 10K(FL100) is 250 and it should absolutely slow down unless you changed the default. Did you change it to 285? That could be the reason for the asterisk.

My first thought is that the weather was different.??? The temp is right around 78F (that is what I understand). Your density altitude is right around 3600 ft. We have to remember that a SAFE takeoff calculation is not mere calculating what speed you have to pull the yoke back at. V1 is critical. The is the speed where you would have to reject a takeoff and is largely based on the calculated distance down the runway where you will still have enough room to stop. All takeoffs should be planned as rejected and all landings planned as a go-around. Actually, taking off or landing is just an acceptable outcome. Being close to MTOW means you will need more room left over to reject a takeoff and safely stop before running off the runway. Not saying the EFB might have an issue, but it is also as possible that it is doing its job and telling you the takeoff parameters are not safe. As you stated, you are very close to max takeoff weight before you even start making calculations. Might have to dump some boxes or fat people. Another way to look at it. MTOW means you can takeoff, it does not mean you should.

EREKA does not have an altitude or speed constraint on the chart. The first constraint is ASGAR at FL090. Most of the time you would want to be at 10k (or FL100) within 30 nm of your destination. EREKA is a bit over 40 nm. It looks like the FL100 is being predicted (the asterisk). I will have to check the FCOM, but the normal indications there are, for example, 5000 for AT that altitude, +5000 for at or above, and -5000 for at or below. So, I believe that altitude is predicted. However, you would have been close to FL100 at that point and the aircraft would possibly be beginning its speed reduction to 250 and it takes a while to do so.

How many times? First load (after install or update)? Ideas require more info. For example, with the exception of the last update, I had a CTD on first load (including all prior updates). However, it would never happen again until another update. V1.08 was the first time I did not CTD on first load. Not saying this is normal, as it is not, but that has been my experience.

Oh, remember I said this was reason 5000 I use Axis and Ohs. There are an additional 4999 reasons. Only one of them is I never beat my head against a door do to weird sim/addon behavior. AAO and other things I do mean I almost never have to wait on devs or Asobo to enjoy my sim. I like controlling my own life.

Reason 5000 I love using Axis and Ohs. No problems, no changes for me.

Don't let the door hit you in the butt on the way out. Hot pockets in the freezer.

Yep, some people like to go fishing and some like to hang around hoping a fish will fall out of the sky. Good luck. You could have fixed your "problem" in less time than it took to read my post. So, keep ignoring me and grab another hot pocket.

You can do anything you want. I created my own custom cameras and assigned them to one of my hat switches. You don't need anyone else to do this for you.

I don't speak German and too lazy to translate it. From the title of the thread, you need to check your throttle calibration.

Not sure about some things, but you would not get an armed message on the PFD when you hit the Final 3.0 FPA button. I hit that before I hit the Profile button to get the Prof Des message in the PFD. I believe this is where things are going sideways.

I would expect to see V1.07 shortly after it is released.

I fly them all the time. Are you sure you are at the platform altitude and NOT in Profile mode of any kind? You must be on ALT HOLD or in LVL Change. On the FMC did you see the FPA 3.0 change to some figure above or below the glide?

I saw this early on, like V1.0-1.03 ish. With 1.0.6 I don't see this behavior at all, even at light loads. I fly only the PAX version.

Version? Xbox or PC?

Sorry, I won't be much help on an Xbox. I can't for the life of me figure out why you would have had to upgrade to the Premium version for this plane to work. The premium version is only additional hand-crafted airports and default aircraft, like the B787-10. It should in no way be needed to run the A300. The only thing I could possibly think is that upgrading also updated the core installation. Even that is a long shot.

The good thing is that you can create your own views including the default view. You can zoom it and move it up and down. Go to your graphics settings and create a bunch. It is the first thing I do with a new plane as none of the default views are usable to me.

My idea? Embrace the suck. Real life is not digital (yes/no, on/off, fuel off/fuel spot on) it is analog with all the variations of living a waveform can give. Winds on an OFP are PREDICTED. Trip fuel is PREDICTED. TOC is PREDICTED. Even ZFW is ESTIMATED (same as PREDICTED). Were you still at the gate? I remember one flight I did from KPHX to PHNL. I was in a 757. I loaded up everything per Simbrief route, winds, loaded the plane exactly as dispatched. Hit execute on the FMC and it told me I was short 20,000 lbs of fuel. What did I do wrong? What was wrong with the plane? What was wrong with Simbrief? Nothing, I landed in PHNL with 10,000 lbs of fuel. As I watched the flight progress it was as if I had a fuel generation plant on board. Fly the flight and then see how it ended up and whether there are additional adjustments to make. My arrivals have always been within acceptable tolerances of where they were supposed to be.

Damn, can't edit anymore. I posed the question "How to tell if an ILS has a co-located DME or not" to an AAL pilot. He said what I said above about fix reference, but that it is not always the case and the best way to tell is to tune in the ILS and if you see the DME with no further action, it has a co-located DME. If you see 0.0 or a flag where it is read, it is not co-located, and you have to manually tune in the reference DME station". The engineer in me hates this answer, and I will continue to look into it although this could be a case of I'm thinking too much. Either way in your two references, the first one did not have a co-located DME and the second one did, again based on what I see in the Navigraph database.

Ok, I was wrong with the chart interpretation. ILS DME means ILS with DME equipment REQUIRED. Not wrong about the rest. The FCOM says: During approach 3. NAV-ILS-VOR switch............................................................................. ILS The co-located DME frequency is automatically tuned by the FMS. 4. Associated PFD...............................................READ DME/ILS DISTANCE It is clear that a co-located DME frequency is needed. So, my guess is that the answer is in the nav data. At LIRN that would be NPC. In the Navigraph data it is shown as an ILSD entry which indicates it is an ILS DME. In the other example above ZADAR is shown as a VORD, indicating a VOR with DME. Not collocated but a separate VOR So, the moral of the story is, if your ILS fixes reference the ILS identifier, then that ILS has a collocated DME. The plane will tune the co-located DME source automatically. If not, tune it and read it off the VOR needles. At least this is what I gather from the FCOM. I will look to see if I can find the in-sim data as that is what the A310 uses but based on what I saw in Navigraph and the FCOM, what you saw was normal.

I do, every time I fly it. It works great. So do a number of folks. If it is simulated it is in the FCOM. I use FCOMs for all my study level aircraft. Are there things that need to be fixed. Yep, that is why continual development is such a great thing. If you want an A300-600 that works 100% with the FCOM, that will set you back a few million dollars.