kevink817

Ah those yellow footprints... January 2006 for me. West coast.

Xbox or PC? What version?

...but it wasn't to idle. It was an AT disconnect and the throttle went to %40-50 where my physical throttles were set.

This happened to me once. I honestly felt like maybe I had accidentally hit the AT disconnect button I had mapped. But in 30+ flights it only happened once on 1.0.9 while I was trying to reproduce another error. Maybe it wasn't just me. It happened exactly after rotate, just as the mains lifted off the ground.

No, i think there is a bug here. I am trying the same thing. Well under MTOW. But, If I lower the wind to 350/12 I get a sucessful calculation. If I return the wind to 350/21 (or anything above 12), it's unable to find "safe" performance data. A stronger headwind reduces required runway length, no? If I change the direction of the wind to blow straight down the runway 007/22, the calculator works fine? So maybe it's the crosswind component? But with a runway heading of 007, and a wind of 350/21, that's only a 6kt crosswind. That should be well within the limits for this aircraft, right? So why is it unable to generate a safe option? As an additional test, i made a impossibly long runway and reduced the weight of the aircraft to near empty weight and still could not find a "safe" option with any of the flaps settings or TOGA option.

180kts let it intercept perfectly. Any more than that and it was drawing an overshoot.

Tested in v1.0.9 and this all appears to be resolved.

Tested in v1.0.9 and this all appears to be resolved.

Just tried out the CONT2A SID from MMCE with the new v1.0.9. It followed the DME ARC perfectly, though i had to manually select speeds on waypoints to make sure the plane would not overshoot.

Seems to be a bug with the APU not shutting down properly. See this topic:

One final test: Unlatching and pulling the APU fire handle while fully running appears to fully shut down the APU (EGT drops to OAT, and N1=0), but fuel drain remains as well as the exhaust heat and noise effect.

Additional note: Unlatching and pulling the APU fire handle does not cut off fuel to the APU either when its in it's bugged partially shutdown state, even though the valve is marked as SHUT.

Yep this appears to be an issue/bug with the APU shutdown process. Starting with the aircraft (v1.0.8) cold and dark w/ the default 6000kg of fuel in the left and right outer tanks: - Connect Batteries 1, 2, and 3 - Connect Ground Power - APU Master ON - APU Start ON - Wait for APU to spool up - Review APU LVARS: INI_apu_n1=100, INI_apu_PSI=10, INI_apu_RUN=1, INI_apu_egt=479.99, INI_APU_CONSUMPTION=300, INI_apu_available=1 - APU Master OFF. APU Running ECAM is removed. N1 starts decreasing until it suddenly drops to 0. APU N1 then proceeds to spool up again before announcing AVAIL. N1 falls to 31, EGT falls to 150. - Review APU LVARS: INI_apu_n1=100, INI_apu_PSI=3.15, INI_apu_RUN=1, INI_apu_egt=149.63, INI_APU_CONSUMPTION=300, INI_apu_available=0, INI_APU_SHUTDOWN_ACTIVE=1,INI_APU_SHUTDOWN_PHASE=0 - Review external CAM. APU exhaust heat effect and noise still active. - Monitor fuel level: Fuel continues to drain. It looks like there is a bug with the APU shutdown process where it never fully shuts down, and continues to drain fuel as if it's still running at 100%, while the exhaust heat and noise effect remain. Interestingly, using the EFB Panel State "Ready for Takeoff" will fire up the APU to start the engines before shutting it back down again. the N1 and PSI do correctly drop to 0, but the EGT remains at 150 on one attempt and 340 on another attempt. The heat and noise effect remains on the APU exhaust. Fuel weight in the left outer tank drops faster. Setting the EFB Panel State to "On GPU" or "Cold and Dark" appear to correctly reset the APU to the off state. No detectable fuel flow, no heat effect from APU exhaust.

Tried that departure a couple of times, and every time it flew it perfect. I even recorded my last one here, maybe you are doing something different? -

Then further googling is needed 🙂

I just tried this with 1.0.8, RWY 04R, and VALOX 4C departure and I was unable to reproduce. The plane followed the SID perfectly. Can you post your entire routing?

The "neutral" or middle position if the OFF position. After the gear is raised (top or UP position), the lever is moved to the middle position to depressurize the hydraulics used to raise the gear to reduce strain/wear on the actuators and prevent accident deployment. Generally the lever is moved to the OFF position after the gear has been raised and the lights are off. Are you using an external program to map your controls, like Axis and Ohs, or Spad.Next? If so (and you have a 2 position gear lever on your controller), you can configure the lever to move to the UP position, followed by a short wait period before moving to the OFF position. If you are binding a 2 position gear lever in MSFS (as MSFS doesn't have built-in bindings for a 3 position gear level), you will probably have to live with the animation "glitch". Or, you can interact with the gear lever directly in the virtual cockpit.

Quite literally the first link that comes up when googled - https://www.google.com/search?q=a300+fcom+performance+tables Here is a direct link to the site where they were uploaded about 8 years ago (Download at your own risk) - https://www.avsimrus.com/files.phtml?sort=down_m_6&minrating=&uploader=91864&sopt_title=1&sopt_desc=1&sopt_author=1&sopt_fname=1&sopt_comms=1

Sure, if you want to add some supernumeraries, just create a custom airframe in simbrief based on the A30F and increase the maximum passengers to the number of jumpseats you want to fill. Generally those seats are only filled by relief crew, cargo handlers, or other company employees, and probably won't make a huge difference in your weight and balance calculations. I don't think the Freighter EFB accounts for "passengers" at all.

What aircraft?

I suspect because in the freighter version (A30F), you're carrying boxes and not passengers?

+1 for the additional software. I don't use AAO, but I have SPAD.neXt which performs the same functions. It takes some work to initally set them up, but once your profiles are completely set up for your hardware, it remembers what aircraft+liveries are assigned with what profiles automatically. No more manual switching of profiles withing MSFS. The ONLY thing I bind in MSFS is axes. All buttons, switches, and selectors are assigned in SPAD. If you can afford to shell out the $$ for high fidelity aircraft, i HIGHLY recommend you invest in something like AAO or SPAD to map all of the functions. It will save you a lot of heart-ache and frustration.

Assuming your throttle calibration is correct, there is a bug about this that has been reported and is already being tracked by ini. In the meantime, you can use the normal procedure of takeoff with the Auto-throttle system (ATS): Spool the engines to 40-50% N1, release brakes, trigger the go levers on the back of the throttle (or push the TOGA click-spot ini has included on the glareshield for east of use (button to the left of the autoland light - see attached picture)

I've only seen this with a tailwind while taxiing. In a headwind or crosswind I have to add a little power to get it to move. With a strong tailwind while taxiing I'll need just idle power and brakes. Upwards or downwards sloping taxiways also affect this.

Yes, those are the ones I'm referring to. If YOU would have read carefully, I also explained there is one easier to reach on the panel in front of you: "For convience, they've placed a TOGA click spot button on the panel in front of you to the left of the Auto-land button and outlined in orange." Also, keep in mind that setting the throttle to 40 - 50% (and actually the FCOM states even up to 80%) and activating the TOGA lever is the normal operating procedure in the aircraft and not a "temporary solution". Finally, the devs are already aware of this and have explained above that they weren't able to get a fix in time for the 1.0.6 release.