kevinh

I realised that eventually, the problem was I didn't know what the start up state was. However, it seems possible you could be in a position where there was no external power and no fuel for the APU. I think having a way to use the OIS regardless of simulated power state would be beneficial.

After updating to v1.0.11 I loaded the A350 and it had battery switches on but no External Power connected. That doesn't correspond to any of the preset states. So I guess the sim starts up in the state it was left last time it was run. That's quite a nice idea but if you aren't careful it's possible to be without power to the OIS on loading and have no way to change the sim configuration. With only battery power I had no OIS and no way to connect external power. It should be possible to force the OIS to power up in such a condition so you can at least make changes to the configuration, load a panel state, remove the annoying engine covers, etc. PMDG use the CDU MENU button (held for a few seconds) for this purpose, an OIS lighting control button could do the same job in the A350 to wake up the display. It should also be possible to choose your preferred start up panel state instead of having it load as it was left last time. Kevin

For a cold and dark state this might be realistic, but not with GPU or APU power (which will usually be at a gate or stand). Certainly not realistic for Ready for Takeoff. Please update the panel states so engine covers are only on for cold and dark. Kev

Cabin altitude should change at a rate that equal to the cabin vertical speed. It is far slower than that and so cabin altitude is usually well behind the commanded cabin altitude. This has been a problem since initial release of the A350. In a steady managed climb the Cabin VSI shows 400 ft/min, which is a reasonable value. However the indicated cabin altitude only climbs at 100 ft/min, 25% of the rate it should be. This means that as you get close to cruise altitude the cabin altitude is far too low and cabin differential pressure is in the amber or red range, which should never happen under normal conditions. On my last flight, as I reached cruise level (FL390) the cabin altitude was still only 3,340 ft (6,000ft being the commanded cabin altitude), cabin diff press was 10.2 psi and it took over 24 minutes for the cabin altitude to finally reach 6,000 ft. During descent, with cabin vertical speed stabilised at the commanded rate of -250 ft/min, the cabin altitude rate was -75 ft/min. Thats 30% of the value it should be. Kev

I usually fly offline. I don't have a Hoppie account as I don't use it often enough, so it lapses. It seems D-ATIS is unavailable in this situation. It would be really useful if, after importing the OFP from Simbrief, the DEP and ARR METAR were displayed in the EFB, such as on the FLT OPS STS page.

It sounds like the nosewheel is skidding (applying too much tiller angle before the turn rate builds up). Taxying in MSFS isn't great (it's improved a lot in FS24 apparently). You must make tiller inputs slowly or the nosewheel will skid. Only make tight turns with GS less than 10 knots. Nosewheel skidding will happen in a real airliner if you apply too much tiller too quickly. So this is a realistic effect and you need to keep tiller inputs slow and only increase the tiller as the turn rate builds up. I find setting reactivity to 0 in the tiller axis helps as it responds slower.

It works for me. Press the AP disconnect a second time. That shuts the warning off.

It displays the Velocity Vector on the PFD.