Crabby
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Posts posted by Crabby
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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.
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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.
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On 2/10/2024 at 8:15 AM, aceridgey said:
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.
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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.
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1 hour ago, B320Max8 said:
In this case I wonder why I get a dme readout @lirn rwy24
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 DISTANCEIt 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.
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1 hour ago, B320Max8 said:
@Crabby do you get want I want to convey here? An fcom is only worth reading if the simulated plane can be actually operated by that manual. The a300 leaves a lot to be desired here, just try it.
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.
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On 2/9/2024 at 6:08 PM, B320Max8 said:
Hi all,
we now have this great a300 rendition but would it be possible to come up with a manual that actually described the (at least the autoflight) system? I think this would be beneficial in that it would eliminate probably 50% of the questions asked in the systems category (and almost a 100% asked by myself) without caonsulting an actual FCOM?? Because maybe all these "bugs" and anomalies reported is just us users not knowing how to operate the plane correctly?
I sure wouldn´t have been able to learn the BAe146 without the included manual, given the lack of real world videos on YT.
regards!
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.
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Step one would be to turn off ALL assistance options in the Assistance menu.
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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.
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1 minute ago, mazza90 said:
Sorry I didn't explain it very well. The random flying in circles has happened in both NAV mode with a route loaded in the MCDU and when in the HDG SEL mode, following the selected heading and will just turn and fly in a circle. Once it starts to do this it can only be hand flown as it will resume circles regardless of what latereral mode is selected with autopilot on.
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)
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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.
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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.
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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.
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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.
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1 hour ago, Adel Haiba said:
Excuse me, bro, but I'm a real pilot anyway. This tiny bug doesn't exist in the A310 anyway, plus it destroys the Co-Pilot feature that comes with the MSFS. it causes no harm anyway, reporting it to them would complete and fix the product.
But let me ask you: are you the one responsible for fixing errors and bugs in this product? or just arguing the subject?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.
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38 minutes ago, Adel Haiba said:
Well I though it is something to report, it is not an arcade, but it is rather the Co-Pilot assisted action, Anyway it works fine in the A310 though, Better fix anybug in this great bird ;-).
Regards.
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.
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1 hour ago, Adel Haiba said:
Hello Crabby,
I mean the checklist, the checklist move and open switches and everything, But you have to enable the Assisted Checklist in the Assistant Options.
RegardsINI 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.
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16 hours ago, Joseph Yoon said:
Can you show me your AAO setting for the spoiler axis?
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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.
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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.
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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.
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8 minutes ago, vaudes said:
Version is 1.06 bought direcet from Inibuild.
I was on a flight from EDDF to EIDW, flight plan from Simbrief. Troubles in LNAV occured during the whole flight SID, enroute, STAR and even ILS alligning. I did the whole flight using heading mode.
On the first time I saw that plane was not following the NAV, I did change to heading, then I call a direct to my next waypoint and then, I selected NAV. With the same result. The plane was making zig and zag trying to find its route I guess.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.
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Idle thrust too powerfull?
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Xbox or PC?