This sounds like a V/S reversion due to too slow/high speed. >Could happen if you were in flaps 1 at high weight, speed could keep increasing.Quote:
Originally Posted by masterp
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This sounds like a V/S reversion due to too slow/high speed. >Could happen if you were in flaps 1 at high weight, speed could keep increasing.Quote:
Originally Posted by masterp
Hello,
Can someone explain why i can not enter Init B in MCDU?
When I push arrow button, MCDU says not allowed?
Dennie
That's when engines are running, you're then supposed to input fuel in FUEL PRED page (you're no longer in planning stage at that point, fuel computations are slightly different)
Ok, I see.
THX
Thank JL. I found that was an error from my hardware, the pull button of VS encoder was bounced randomly and remove the managed mode.Quote:
Originally Posted by jeehell
Hi
I remember in previous thread someone experienced the sinking of aircraft to ground at takeoff rotate?
i just got this issue when replace aircraft in FSX\simobject\airplane by 2 aircraft folder in A320FMGS
this is the video of issue : https://youtu.be/Jly8cLlfy10
thanks
Vu
Same to me two days ago in Oslo (ENGM) following by crash. I restart FMGS, then repeated the flight with same result.Quote:
Originally Posted by masterp
Regards
Next release should fix that issue.
You can try to be more gentle on the stick during rotation (avoid full aft stick as much as possible, use UP trim, try to have an AFT CG, and maybe try with flaps 2).
Do you use TOPCAT?Quote:
Originally Posted by Leonidas
I use this tool for calculation of ZFW/ZFWCG (/MAC) and I've never faced this issue so far. MAC is between 30% and 36% and insofar an AFT CG (as Jeehell recommended).
Regards
Yes I use it for ages... but I had this issue for the first time. I use the conf file for A320-214 sharing here (do you use the same?), always I get 30-36% MAC as you said, but never get poritive values for vertical stabilizer (usually 0.9-1.4 down).Quote:
Originally Posted by romeow
I also have some diferences between O, S, and F MCDU PERF speeds and PFD speed tape ones. Eg. 210, 193, 144 and 209, 199, 147. Biggests are always S speeds. I usually fly sort legs (150-350NM) loading 4.5-7 tons fuel. The same speed difference when I enter CG and BLOCK manually, or via JeeHell's 3R MCDU INIT page 2 key. Always load A/C with Topcat - Send command.
Please take a look to comments #223-230 here and tell me how do you use Topcat.
Thanks a lot.
Regards
Double post, sorry.
I can't tell you if we use the same configurations txt file. You may upload your file here and then I will check it with mine.
I always use TOPCAT's export function to load my Airbus. And I don't "touch" TOPCAT's data. I use the Random function for Passenger Load and Cargo Load using Fuel on Board estimated by TOPCAT.
And same here, Stab Trim values are always DN (with same values like you for similar legs). I think DN values are quite realistic so don't worry about that.
I can't explain why you have this issue all of a sudden. FMGS hasn't been updated for months so the problem can't be caused by JH's software. Have a look on aircraft.cfg and the txt file in TOPCAT's configuration folder.
Regards
I do exactly the same!Quote:
Originally Posted by romeow
The files you said at the end have nothing to do, because after a clean installation my setup is all new.
I send the txt conf from Topcat you asked for cross check with yours, even though I believe It's the same, cos I didn't touch it...
What about O, S and F speeds? Yours are the same?
Regards
I will cross check tomorrow or in the new year. At the moment I'm rather busy.
BTW I use FSX. Maybe there is a p3d issue.
Regards
PS O Speed is correct, S and F must be checked. I haven't pay attention to these two values on APPR page yet.
Just cross checked! DOW is different! All the other values are the same. "My" DOW = 93695.5, yours = 73695.5 Try it to change this value and you will see if it helps.
Topcat messes up the CG/weight unless you use special config files for my soft... It was discussed with Leonidas on this thread not so long ago...
DOW is 15t ABOVE max takeoff weight of the aircraft... So either stop using topcat, or search the forum and you will find some info on using topcat correctly with my soft.
93695.5 - 73695.5 = 20000 pounds = 9071.85 Kgr. Now please take a look my photo in post #228 where it seems exactly this defference. I've corrected this by hand already.Quote:
Originally Posted by romeow
So, we used same settings. Maybe we follow JL's advice for Topcat, but then how to compute V1, Vr and V2 speeds?
Happy new year to all... :D
As I told you, I was rather busy. So I quickly compared your txt file with mine without checking earlier posts.Quote:
Originally Posted by Leonidas
How to compute Take Off Speeds without TOPCAT is one side of the problem, the other is even more annoying: How to load passengers, cargo and fuel without TOPCAT? Or should we use for every flight JH's original Aircraft.cfg?
@ JH
I know that TOPCAT is far to be a perfect tool. And yes, there is something wrong with DOW. But it is a kind of compromise. Bad or good, I don't know. It probably depends on the point of view. Most of us don't have real data so we can only hope that they are within reasonable tolerances.
Happy New Year!
for topcat use these configuration files:
https://www.dropbox.com/s/nwyv3uacz2...opcat.zip?dl=0
These were easy to find as I told you in my last message...
Thanks for the link! It's just the config txt file I use (with 42500 kg for DOW at TOPCAT>Aircraft). As this DOW is still about 5000 kg above the real DOW (~ 37400) these 5000 kg are not available for loading. This is what I meant by making a compromise ;)Quote:
Originally Posted by jeehell
Regards
it has been discussed many times. in my soft, the P3D DOW is artificially set lower (by 20000lbs) for CG/moment tweaking. this is countered by two additional loading stations called "adjustement" which will make the final GW "correct".
You Must not change the values of these 2 stations NOR let Topcat do it. As DOW use the regular 42500kg/93695lbs.
Thank you very much for further explanations.Quote:
Originally Posted by jeehell
Yes, I remember these discussions. But as I still use FSX I am not really involved in that topic, aren't I? It's probably the reason why the discussion between Leonidas (P3D) and me (FSX) was destined to fail.
Anyway, everything is fine for me even not being able to load the Airbus at its max.
Regards
Aerodynamics engine is strictly identical in FSX and P3D so yes it does ALSO apply to you
Could you please answer my previous question whenever you fly again? Compare S and F speeds between MCDU PERF and PFD speed tape and feedback. Or anyone else of course...Quote:
Originally Posted by romeow
Thanks a lot
I'd like to mention something happens every time to me.
So, when after take off but before transition altitude make a DIR TO a waypoint, CRZ setting in MCDU PROG page got white dashed, (no cruise altitude there anymore) and QNH in PFD doesn't blink to change it to STD when reaching transition altitude. If I input CRZ by hand, then QNH start to blink. Why?
Regards
All clear! Thanks again!Quote:
Originally Posted by jeehell
Yes, of course! But probably not within the next few days.Quote:
Originally Posted by Leonidas
Here my speeds.Quote:
Originally Posted by Leonidas
PERF/Appr page vs PFD Speed Tape
F= 143 vs 146
S= 190 vs 194
O= 206 vs 206
As you have no exact digits on PFD speed tape for F, S and O it's reasonable to consider a deviation of approx +/- 1 kt.
Regards
These are almost as mine.Quote:
Originally Posted by romeow
In post #224 JL says: "PFD displays FAC computed speeds, MCDU displays FMGS computed ones". Probably this explains the 3-4 knots difference, but during approach I should deploy flaps 2 from about 201-203 knots (orange =) to S speed at about usually 196-198 knots on PFD, only 3-7 knots gap, little when no stabilized (eg. in turbulence)! So, I pull to selected speed and set the MCDU S speed value about 186-190 knots, and when speed drops enough then deploy flaps 2. I don't know if this is right...
Thanks a lot for feedback.
Just to add to the conversation, I manually load the aircraft and I've never seen any discrepancy or flying issues. Adding load and fuel via the FS menu is less convenient than pressing a button but still just a matter of a few seconds and some simple arithmetic (subtract the adjustment weight, divide by the number of load stations, add fuel and make gross weight matches the expected within a couple of hundred kilos difference). I use the FCOM for the THS value and all is set. The V speed calculations have to do mostly with weather conditions, gross weight and runway length and restrictions, so it shouldn't matter how you perform them (assuming CG is within limits, which it should be if you evenly load the aircraft).
How is the difference between MCDU and PFD for your S and F speeds during approach? Could you feedback?Quote:
Originally Posted by spiliot
Thanks
I don't know why you are so confused about S Speed / the small gap. This speed is only important when you are NOT in Conf 1 and therefore slats are not deployed.Quote:
Originally Posted by Leonidas
S speed is the lowest speed to select flaps 0 (during climb). While descending it's the "opposite": When you are not in Config 1 (in other words clean) you have to set Flaps 1 at least at S Speed. With Flaps 1 you can come below S speed without any problems.
Similar with F Speed
F Speed is Minimum Flap Retraction Speed while climbing. That means on Approach that you must have Config 2 (flaps deployed) at F Speed.
If you go to the next Flap Lever Position at VFE next, F und S are only a kind of last warning speeds.
So far my understanding.
Regards
Yes you can my friend, but let's say we want to fly managed speed, no selected. So in that case we usually set flaps 1 at green dot speed, at about 205-210 Knots. Right? Besides, you can't see any S speed in PFD if you fly with clean configuration.Quote:
Originally Posted by romeow
Regards
Hi, happy new year to all forumers.
Yesterday i had a fast test of B50 and i noted the AUTOLAND LIGHT on glearshield it's always light on (blinking).
It occurs only if i have the FO Efis connected
Any idea?
Regards
You can set flaps 1 a soon as the aircraft has passed the first amber = (VFE next)! 205-210 kts may be a bit late but possible.Quote:
Originally Posted by Leonidas
Yes, you can't see any S speed if you fly in clean configuration. But if this fact annoys you, you have to complain to Airbus Ind.;)
Regards
Agree. So, after that you should set Flaps 2, right? The next VFE for me is usual 200-205. The PFD S speed about 197-199. This was the little gap I was talking about. If you want to set Flaps 2 in speed managed, you have to do it between these values, but if there wasn't such a difference between PFD and MCDU PERF for S speed, then this gap would be bigger to deploy Flaps 2.Quote:
Originally Posted by romeow
But this isn't the problem. If there's some turbulence you should pull to selected speed and drop speed even more below S speed, as you said correctly. The problem for my point of view is that while there's such a difference between S and F speed, there is no difference for Green Dot, Vapp and Vls. These speeds are excactly the same between PFD and MCDU PERF. Weird, isn't it?
That was the initial point we're talking about. That's why when I fly these days I'll load the A/C manually, (transfering these weights to TopCat for calculating V1,Vr and V2), to see what happens with S and F speeds from PFD and MCDU PERF (or FAC and FMGS actually).
Regards
This shouldn't ever be a problem. You're the one who's supposed to be flying the aircraft, including controlling the speed. The clean, S and F speeds are speeds that produce the more economic flying and best transition but not your "must meet" target. If your weight or other conditions call for different speeds then just select them! I can tell you from first hand experience that pilots do this all the time when on an approach they want to be between S and F because S is too fast and F too slow. They just pull and set 160-180 as needed. This makes the plane have less energy when you anticipate the transition to flaps 2, where you can go back to managed.Quote:
But this isn't the problem
BTW, I noticed another weird issue, when on an idle open descent, usually with speedbrake on but not necessarily, the PROG page briefly flashes EO (Engine Out) DESCENT for no reason.
https://streamable.com/s/lh1wg/ihuyal
I need to know at which altitude/temeprature/QNh this happens. It seems the engine parameters in these conditions are below the minimum idle conditions for FWC to detect an engine out...Quote:
Originally Posted by spiliot
Got it on descend through FL190 @290Knots and TAT-10, SAT-30, ISA-6, STD QNH, later at 6500ft/250Knots with TAT+14/SAT+4/ISA+3 QNH 1004 and both Engine Anti Ice on. Stopped looking after that cause there was a thunderstorm close to the airport and had to concentrate on the approach :)Quote:
Originally Posted by jeehell
Other possible relevant info, simpatcher 50.2 showing in addon menu plus an "airfile ok" entry that hadn't noticed before. ActiveSky weather, P3D 4.4 and the option for adapting the alt based on QNH off cause I fly in VATSIM.
Hi JL,
I have used SIOC creator to display XPNDR. But when I press on any XPNDR 1,2,3,4,5,6,7,0 on keypad (those joystick button has been assigned in FMGS_Config), nothing changed in display. only CLR button has changed something. Could you please advise if FMGS XPNDR can write to FSX/P3D transponder after finishing enter completely 4 digits?
I just realized that there are no XPNDR in SoftwarePanels to see xpndr display
Thanks
Hi!
You have to press CLR twice an d then enter new XPNDR code.
Its not a bug, its a feature ;-)
br
Christian