These are some flight model changes that I would like to suggest that reflect better realism and dynamics of the A350.
1. Rotatation Law On Take Off
The rotation law on take-off is highly exaggerated when pulling back on the side stuck thus resulting in a life effect as if the aircraft is possibly in flaps 2 or even flaps 3. The climb rate is affected by the lift effect which results in FMS triggering climb thrust too early on (time-wise)
2. Thrust / engine model.
The aircraft is able to easy break away from ground friction and get up to the a high taxi speed despite weight and fuel. The effect should be minimal roll when the parking brake is released (1KT barely) and then requiring about 10% thrust to build up momentum to get to a taxi speed and then can be sustained by idle thrust.
3. Flare Pitch and Ground Effect
When pitching to a suitable pitch attitude, the aircraft exaggerates its ground effect or sinks as if it is emulating a "long landing" where the pitch attitude is suitable. The pitch attitude to maintain a descent rate for landing at about 40 or 50FT AGL should reflect a rate to touch down that is faster and not "floaty".
4. Roll, rudder, pitch, steering.
When commanding a roll, there is a highly wobbly effect thus making the roll commands of the aircraft feel unstable at low speeds (approach speeds) and making it highly difficult to control regardless of weather (cessna-like model)... The pitch of the elevators should be heavier to be relative to the side stick command. The rudder effect should be less "darty" in air and on the ground during roll out or take off as well. The nose wheel steering should be slightly heavier to emulate the hydraulic effects on the system.
5. Brakes
The braking effect should be stronger over all relative to how much brake pressure is applied at lower speeds (taxI) and below 60 knots as inertial effects arent as prevalent where braking is more effective.
6. RA Callouts
It would be nice to implement optional RA callouts such as RA callouts for 100, 90, 80, 70, 60 and 5 as well as Retard to be either detected to stop when thrust levers are in IDLE or when the weight on wheels sensor is triggered.
7. Thrust Granularity.
When binding thrust to "Next Detent" the thrust levers immediately go to TOGA - this needs to be fixed to where "Next Detent" goes through the detents.
Thrust increment slowly - this needs to be more granular to where to reflects proper small movements of 2% or so thrust per input by hardware.
Thrust increase - There should be bigger steps in thrust increase.
Throttle calibration should have "min and max" detent zones where there is a method to calibrate the minimum position a detent and the maximum position that detent is detected.
8. Decel Point in FMS (LNAV/VNAV) Not Working.
When flying onto or past the Decel Point, it does not command the FMS to go into the approach phase. I have observed this both when in managed speed mode or selected mode. Or at times it delays the trigger and activates the phase very late. Passing the Decel Point should ALWAYS command the FMS to enter the approach phase regardless of being in managed speed mode or selected speed.
9. Sim connect.
Sim connect integration need better support such as support for Beyond ATC and other addons that rely and operate on this platform to integrate the aircraft into the simulator for various uses.
Overall, the aircraft needs many improvements and changes to reflect "Fly By Wire" handling being true and accurate as well reflect better responses to controls and bindings.
