How can this problem be solved when using the keyboard or a single throttle lever?
Posts by FL54
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I'm still waiting for my Virpil stick and I'm presently using the keybord as throttle control.
Even with KB control the thrust levers never move parallel. Neither when I advance the thrust levers nor when I reduce the throttle setting.Happens on all two engined planes. This is still FS2 btw.
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landing in SPJC with a elevation of 45ft
A screenshot of this scenario would be helpful for troubleshooting (Landing elev)
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if you're looking for "complete" the C172 is also pretty good.
Or any glider or e.g. the Bücker. or the Pitts, or my favourite, the Robin. -
You have a habit of posting nonsense on here.
You fail to understand the difference between max endurance and max range, once again wasting people's time on here.
Looks like your personality matches your avatar.
Guess I must have been missing something in +25 years flying Airbuses, Boeings etc. IRL.
Do you know what ~ means?
Not going to reply to you anymore. -
I think reading comprehension is not your strong suit. Read what I typed, slowly.
The problem isn't my reading comprehension but your apparent lack of knowledge.
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As already explained, cost index 0 did 'not' = green dot
You wrote that you were flying min fuel flow and max range = ~ green dot....usually...as jetpack explained as well
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We would get minimum fuel burn and maximum range when using 0, managed speed was always available
= ~green dot.
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You didn't understand what I meant
I did, but you apparently didn't understand my reply.
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Hello Developers, is normal to fly to .59 or .64 Mach with CI 5 or 6? Its not very slow?
You can't fly a managed speed below CI0. In your screenshot it's greendot which equals ~max range/endurance speed.
So that speed seems to be ok. Note that the CI depends on the operator setting.
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In this day and age it is just unforgiveable that a modern sim is still using data from 13 years ago, this is simply unacceptable.
I would say that it's apparently time for you to switch sims, but MSFS24 is using data wich are (at least) 20 years old.
So that's not an option for you either.
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Definitely, it's not real, compare the same weight, same course, same wind and they are 2 very different results, in Aerofly fs the plane gains too much speed, developers, could you solve that problem? It can be compared at minute 3:40 and 5:50
It is real. You are completely disregarding the N1 difference! In the video you posted thrust is at IDLE and N1 is ~40%.
In your Aerofly screenshots thrust is not at idle and N1 ~60%. -
It would be a very strange 'assistance' which does excatly the opposite than to assist you. Maybe a double binding (if that's possible).
E.g. brakes and gear, because it happened after touchdown?
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Again comparing the data the video of the real plane and those of the simulator to FL410 with the same weight, the attitude of the a350 of the simulator is very high, you can see in the PDF the attitude is closer to UP0.5, when in real life in the PDF it is seen that it is not so
0.5? It looks like the real one flies at ~+2.5° and the Aerofly version at ~+3.0°. That's not bad IMO.
Furthermore I can't see the OAT on any of the screenshots and without this value a precise comparison isn't possible. -
I've flown the A319/320/321 for a few years and I've never seen this kind of behaviour. I must have been lucky
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On the real aircraft, during rollout, autobrakes disconnect at 10knots if the crew takes no action, this is correctly simulated.
Do you have a link to support your claim? I've never seen any Airbus or Boeing where the autobrakes disengage on their own.
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Let me clarify, on Qatars A350 fleet, on 'landing rollout....
Now this makes more sense and I doubt that the autobrakes automatically disengage at 5kts.
At least on the A319-321 the autobrakes remain active until the plane comes to a complete stop. -
Where does it say in the FCOMs that AutoBrake is used for taxiing?
I don't have an A350 manual, but e.g. on the A319-210 you arm the autobrakes during taxiing. They will trigger above 72kts.
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Autobrake off logic is inhibited at too high a ground speed in the Aerofly version. In reality, it is available down to 5knots -
It's different for the armed and active condition. It would be really bad IRL if the autobrakes would activate at such a low speed speed = during taxiing!
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What I’m describing is more of a continuous overcorrection cycle, with clearly noticeable thrust increases and reductions in stable cruise conditions.
That's definitely not realistic, neither for a Boeing or an Airbus.
