Crabby

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.

I recommend a search on Google for A300-600 FCOM or A310 FCOM (the A310 and A300-600 are system wise the same plane). You will have weeks' worth of reading and learning at your fingertips.

Step one would be to turn off ALL assistance options in the Assistance menu.

I looked at that ILS chart ILS or LOC Rwy 13 at LDZD. The first thing I notice is that in the ILS frequency box it only denotes and ILS, not ILS/DME (Navigraph/Jepp charts). All the DME fixes on the chart reference ZADAR 108.3. You would need to have ZADAR tuned in on NAV2 for the DME information I believe. ILS with integrated DME would show ILS/DME in the frequency box. I will double check all this as I have not flown an ILS of any type in a while. I mainly fly the RNAV approaches when I can't land visually. Looking at your VOR needles it looks like that VOR was autotuned (or perhaps you did it) and you were at 5 DME on the approach. Based on your altitude and vertical deviation, I believe you were just passed LOM at the moment the picture was taken. LOM is 6.2 DME from ZDA 4.5 DME from the threshold. I will check the FCOM when I get back later, but I believe you would only get the DME info on the PFD if you were on an ILS with integrated DME. Try it at a runway that has ILS/DME noted in the ILS frequency box. If you have charts, look at the ILS to runway 17C at KDFW for example. I know that is indicated on Jepp charts. In standard FAA charts you can tell by the DME fix information referencing the ILS localizer. It will say something like ZINGG I-FLQ 9.9. I-FLQ is the designator for the ILS Rwy 17C at KDFW.

I have never seen this with over 100 hours through all revisions. Are you on PC or Xbox? Have you calibrated your controllers? Check in-sim bindings (I don't use them) to make sure that Asobo did not do you a favor with either bindings you don't want/need or double bindings you don't know about. Check them ALL including keyboard and mouse. To try and replicate, I would need to have the exact route you entered and location and altitude along the route that it occurred. Include SIDS and STARS. Are you using Navigraph in the sim? (not the FMC data but the actual Navigraph in sim data, the first option on the Navigraph hub installer)

I will pay attention as I have yet to see any taxi behavior that seems off. However, the tail is HUGE and if there is a crosswind component of any type, I would not be surprised to see the tail pushed one way or another. Of course, nose movement follows tail movement.

HDG SEL means to fly the heading you have selected on the MCP. If the heading you have selected is not right in front of you then the aircraft will turn until it gets to the heading selected. NAV requires that you have a selected waypoint to nav to. For example, many RNAV approaches have a vectored component right after takeoff. Many people put the aircraft in nav mode before takeoff expecting the plane to just roll to the waypoint. The fact is that you would take off in HDG mode (with the heading properly selected) and then you would have to hit DCT TO, select the waypoint and then hit the NAV. Check your paths in the ND. If you don't have a NAV path, you can't use NAV at that time.

Because a door is opening while it is armed. The slides did not deploy because you left the gate, the deployed while you were at the gate and opened a door that was armed. Disarm doors when pulling into the gate, arm doors when pushing out of a gate/stand.

From the FMC (LIM) is a Pseudo waypoint indicating the point where the A/C will cross the SPD limit altitude (250/10000).

It means you are reaching some type of alt or speed limit. I would have to check the FCOM if it is either or speed/altitude or one or the other.

It was 1982. MTV actually played music videos. I was 3 years from standing on the yellow footprints. England and Argentina fought a war over small island in the south Atlantic. VNAV was first introduced on the 757/767. It was cutting edge along with Microsoft Flight Simulator 1.0 (see pic to visualize cutting edge). The A300-600 was first flown 1 year later. Comparing the ability of the VNAV in 1982/83 with what is on the A320, or B737NG/Max is like comparing MSFS 1.0 to today's sim. This is not a set it and forget it VNAV. It must be monitored and compensated for. These are the little quirks of the different aircraft that should be celebrated and not "fixed". If not, then we should all just get one plane.

I would have thought that a real pilot would know the difference between executing a flow and running a checklist. My bad. "This does not happen on other (or one) aircraft" is not a starting point for tech support. The A310 and the A300 (as far as the sim world is concerned are two different pieces of software. As I pointed out, INI recommends turning off ALL assistance. This would include the supposed "co-pilot" feature of the sim, which as a pilot, I am surprised you think that is what it is. I did a quick search and neither Microsoft nor Asobo seem to list "Co-Pilot" as a feature. I would also think that a "pilot" would want to study their study level aircraft and not turn it into Pacman. P.S. I am not your bro, pal.

I said the arcade (default) aircraft. Turning on assistance options does turn the sim into an arcade though. My recommendation is to learn to carry out the preflight, before start, after start, before taxi, line up, after takeoff, descent, landing, after landing, shutdown and secure flows. Then you can verify your flows against a checklist and truly learn to fly the wonderful aircraft you have in front of you.

INI is very clear that ALL assistance options be turned off. Those are meant for the arcade default planes, not something like the A310/300, Fenix, PMDG, Maddogx etc.

Did you mean start procedure or checklist? Checklists do not open or move anything. When I start the engines, I do not introduce fuel until 20% N2 and have no issues. The start valve opens immediately upon pressing start on the OHP, but that is normal I believe.

I wish that there was video footage of people when they make these types of posts. I always imagine some combination of the E-trade kids and Stewie from Family Guy throwing an I Forgot to Read the Manual tantrum.

I resolve this with a product called patience. It's a freeware addon available with minimal download size for all humanity. Most people I know like to run patience along with discipline as they are related.

Did you ever use a Direct To command to get the plane flying to a certain waypoint? Many RNAV departures begin with a vectored leg. You fly a heading and wait for ATC to give you vectors to your first waypoint (or another waypoint determined by ATC). At some point ATC, in real life, will say "BigBird 101 proceed direct to XXX. At that moment you press the direct to button on the FMC, select that waypoint, hit insert, then hit NAV. If you did not have atc, then you do it yourself when you feel like it. Like this one. 00377HAWWC.pdf

I have had zero issues with the LNAV. You need to give specifics. Complete the following: I, Vaudes, am running version X.XX of the INI A300-600 which I purchased from (NAME SOURCE). While flying the A300-600 have trouble with LNAV during (specify leg of flight such as SID, STAR, ENROUTE or Approach) on the following flight plan (show flight plan) generated by (SIMBRIEF, myself, some other source). (Now briefly describe what you were doing such as what buttons you pushed, what you thought the plane was going to do and what it did. Just to let you know, I have never had a problem with the LNAV in any phase of flight. I have had one instance of the plane falling out of the sky and have not been able to replicate it (I was eating spaghetti at the time).

Ok, I can confirm that works for everything but the Fenix. I think it has to do with their half in the sim half not in the sim/throttle config and just the Airbus throttle operation in general. So, that one stays in the sim.

Holy Crap! I haven't tried it in a while. This works. I have not tried to hold the individual engines, just both. Sweet. I have V4-10 b57 i think. Give it a whirl. Notice I added a key up with a 0 in it to make sure it comes out of reverse. Seems to work. I am going to go change all my aircraft now! Sweet, God knows I love a blank in sim profile!.

Upon further review, and I had long ago forgotten about this, I actually have that mapped in the sim. AAO has a problem with that command. I thought it was fixed by now but apparently not. It had been so long ago, I forgot about this. I will get a hold of Loriby and see what the progress is on this. In the mean time, map it as above.

I use AAO and don't have a problem with retracting the spoilers fully with the HC Bravo. Also, you said you cannot arm it using a key bind.