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av8r172

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About av8r172

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    Flight Student - Groundwork

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  1. Currently, the slats and flaps deploy at the same time. In the real airplane, this is not the case. When increasing flap setting, the slats always move first and lock in before the flaps start to move. When decreasing flap setting, the flaps move first, followed by the slats. Luckily, this gentleman on youtube has a video showing exactly this.
  2. For me too. 1.2.2.0. A320 IAE P3D 4.4 using active sky. When altitude is managed (pressed in), a master caution single "ding" and FCTL Speedbrake still out ECAM memo displayed for a split second. Does not happen on ground, nor during descents. Seems to be isolated to climbs and level flight.
  3. I noticed something was seriously wrong when I tried to shoot the river visual 19 into DCA. In the final turn I was 10 degrees nose up and TOGA LK activated in the final turn just to maintain -700 fpm and Vapp!
  4. This is a nitpick item, but I use pounds (lbs) for my fuel units. However, when the load sheet prints after boarding, and the flight report prints upon gate arrival, the fuel weights are labeled in (lbs) but are really (kgs). For instance, it might say FOB: 3500 lbs when in reality I have 7716 lbs in the tanks, so it should read that. 3500 is pounds converted to kilograms. Not sure if the other weights on those printer sheets are wrong too, have only noticed the fuel so far.
  5. Hopefully these will shed some light. Note the pitch attitude in the first two vs. the 3rd: *Yes, there is a tailwind on approach. I have tested the same parameters with direct headwind, and direct crosswind. Highly similar results* I'm on a stable ILS autopilot ON thrust managed. Here's the loadsheet that's active: Here's the APPR data as calculated by the FMGS: Now I manually add 10 knots to Vapp by pulling the speed knob. Notice the difference in pitch attitude (closer to any other jet. In fact, I would think the pitch would be even lower. The 737-900 approaches at an artificially higher speed to increase tail clearance in the flare):
  6. I believe I have found the root the issue: I can get the cabin to climb and keep up with the aircraft if using normal time compression. However, if I use 4x or 8x time compression, the cabin pressure will not keep up with the aircraft. In other words, the cabin is reacting to pressure changes as if time compression is set to 1x, though the aircraft is climbing at 4x or 8x. Doesn't really affect the usability of a product, just more of a nuisance as someone who uses time compression to complete more flights.
  7. One interesting thing to note--I don't know if it helps. When I load any panel state, the pack buttons are not depressed in the on position. They are not illuminated off, and the packs sounds are present, but I manually have to reset both of them so they are in the correct position and on.
  8. With new CRJ update 1.0.5.0 I can't get the plane to properly pressurize. Coming through FL250, I get a "Diff Press" warning. Delta P is 9 and the cabin altitude is 700 feet at FL250. The packs are on, and all of the bleeds are auto/normal. All doors are closed. Running P3D v4.2.
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