unhinged_aviator

Solved by restarting the whole sim.

Same issue with the PW variant.

So I've been mostly flying the PW A300 for the last few weeks, and decided to hop back into the GE jet (stock Fedex livery). I perform the usual checklists and when it comes time to setup the avionics in the MCP (once the IRS are aligned, pitch trim, yaw damper and ATS switches all ON), I get the digits to display in the various windows, but turning the knob produces to changes to the input. So the plane is essentially grounded, as I can't set an altitude, V2 speed, heading or DH. Using just the keyboard right now, no external yokes or other controllers. Setup pictured below.

Very cool, I had no idea.

Luckily no impact on the FMS or the rest of the flight. Just no system messages.

Not sure if this is related, but I've had my ECAM DU1 screen just freeze today with a "NORMAL" message, that would not respond to any of the buttons controlling the display, like the Clear button. Happened right after I hit the TOGA button on take-off. Picture attached.

Am I going crazy or did the A300 not have an option to open and close the L & R engine cowls in the maintenance menu? It's now time for maintenance and I can't find these buttons in any of the EFB pages.

Yeah, but MK sceneries generally don't perform well.

Does the A300 need FSUIPC to run?

Have a look at the "FLAP CTL TEST" lettering. Looks like the buttons above or below it were not the correct size, and the artist had to squeeze the text over the texture which clearly overlaps the recessed panel around the buttons. Minor point, hope it's an easy fix.

Did you forgot to hit "Apply Load to Aircraft" because the sensed fuel value of approx. 3,000 kgs in both wing tanks is the default value the plane spawns with.

Seconding the KLGA with some of the surrounding landmarks. Would be a Day 1 purchase for me.

Holy moly, I was right. You have a lot of time on your hands. You can spend that time by modelling the wings and sending them to Ini. Look forward to the update with your corrected wing mod.

This seems absolutely normal. What made you think it was "slow"? Your intuition or do you have experience with turbofan engines?

No offense taken and glad you got it working. I remember I was frustrated when I first flew the A300 because it just didn't behave with the same logic as modern Airbuses and Boeing's. Every flight felt like I was out of control and fighting with the automation.

I just did the EDDH RNP RWY33 approach in bad weather and it worked perfectly. If everyone is telling you that you're doing something wrong, perhaps it would be more productive for you to study the problem instead of attacking those trying to help? Here is the setup to the approach, RARUP1 STAR, flew down to platform at 4000 in PROF with no problem. Then brought it down to platform @ 3000 ft with V/S mode, so once the aircraft was in NAV and ALT HLD mode, gear down with flaps in final configuration and slowed down to approach speed, I hit the "FInal 3.0°" in the FMC and then PROF just before the FAF (SOSNAX) where I got the cyan arming indicator and then it followed the profile nicely down to minimums.

Bummer, that's a pretty big oversight...

Which approach exactly? I will try to replicate your flight.

Published restriction of 250 knots and the FMC wants 250 knots. What's the problem here? It doesn't say below 250 knots does it?

No blinking P.DES cyan indicator when you press profile?

No, switch them off independently.

Here's the setup flown. It ignored the 1,500 ft constraint at the IF (Igrov) but that's just a computed altitude because the profile doesn't specify a hard altitude until the FAF at 1,500 ft.

You guys are definitely doing something wrong. Just flew an RNAV (RNP APCH) approach into MUCL RWY12 (Cuba) and while I thought it started descending too late, it did actually follow a profile to get the aircraft within minimums as published (253 ft above the field), at night. Remember, these are NON-PRECISION approaches. You might be expecting an LPV (localizer performance with vertical guidance) which is kinda like a GPS-enabled ILS, but the A300 lacks the equipment and is not rated for such an approach, unlike some aircraft with the G1000 and G3000 systems that can fly them. Make sure you have also selected the CORRECT RNAV approach, as some are designed for slower, piston GA planes and have different profiles etc. I believe you should be entering only RNAV-1 Zulu approaches if more than one RNAV approach exists for the runway. As per the manual your aircraft has to be fully configured for landing and stabilized BEFORE the FAF.

Making them independent seems pointless, IMO, but at least let us shut the FO tablet down because it generates a lot of light at night.