if you make the aircraft.cfg change it works

 

elevator_trim_limit     =19.5

 

Ah ok, I didn't do that bit - thanks, I'll try that now.

 

As per MS doc, this sets the "Angular limit of the elevator trim tab (degrees)."

 

Now I am not necessarely questioning that it alters/affects something but I would envision A2A having set the default value on purpose and also with their external modules in mind.

 

Do they recommend that tweak? Also, does it solve any issues or would it only mask/workaround a possible cause?

 

You guys are up for changing the trim speed, no? Limiting the actual range might not be able to reach that goal and/or might affect other aspects of the detailed FDE unintentionally.

 

I shall revise my sceptical statement if this tweak was recommended by the A2A FDE experts. Then I would expect it to be a part of a future core update though.

It is angular limit you're right, but the default value is 19.5, and A2A have changed this to 100.  This increased limit range may result in increased sensitivity, or it taking longer using the trim commands, to move through the increased range.    No doubt they did it for good reasons, but in the sim, the trim is painfully slow.    In real life, if the yoke trim buttons were that slow, I'd just reach down and turn the wheel (considerably faster), so I'm not convinced it's a realism improvement the way A2A have done this.

 

- off to test it now!   :smile:

 

 

EDIT:  Yep, this works beautifully! ..... makes such a difference flying (and landing the plane) when you can get in trim in a few seconds instead of half a minute!    .... thanks for the tip, "777200LRF".

Just out of interest, did you ever receive the default trim behaviour/acceleration like A2A showed in this video?

 

My point is, that if you didn't, it's worth checking out why as opposed to working around a symptom (and maybe setting off other dependencies). :smile:

Benneton, yes it really is that slow in real life and it is faster to make big adjustments by turning the wheel by hand.

@ CoolP - No it never ever rolled that fast for me!  (actually that looks a little too fast for my liking).    I can also see nasty 'control acceleration' going on in that video too.  I don't believe the trim wheel accelerates like that in the real plane, while the pilot holds the yoke trim button. :(

 

Anyway, It's perfect now with the "19.5" fix.

@ Oracle427 - Yes I suspected that it was probably that slow in the real aircraft, as I'd guess that's the only reason A2A would make it that slow.   The problem is, unless you have a trim wheel, you're stuck with the slow movements in the sim; and it can really affect flying performance.

I think I may get a Saitek Trim Wheel, and then possibly set the button-based speed back to how it was.  But while I have no trim wheel, this 'fix' works great.

elevator_trim_limit     =19.5

 

Changing this will cut your trim to 1/5th of it's effectiveness, which is not something you want to do.

 

Froogle posted a video that can help FSUIPC users adjust their trim with A2A products:

http://www.a2asimulations.com/forum/viewtopic.php?f=121&t=42941

 

BTW, the Saitek trim wheel is great.  Well worth the investment.

 

 

Scott.

No it never ever rolled that fast for me! (actually that looks a little too fast for my liking).

I think they've implemented the acceleration (which only happens when the trim button(s) is kept active) to help with the fact that a simmer can not grab the VC trim wheel. So the button activated (sim) trim serves two purposes or offers the best of both worlds, so to speak.

 

Unless one adds extra hardware to the sim setup (I see Scott recommending the one you've mentioned), this solution seems great as you don't lose any fine adjustment steps while still being able to quickly alter the trim.

 

Sticking to my 'always look for the cause of an issue before working around it' tenor, it might be worth investigating why this inbuilt A2A feature didn't work for you so far. This very cause might affect other and future planes too.

So I have the CH Yoke and use it's trim wheel. Which has a very limited range. Should I not use that trim wheel? Should I use the trim switches instead?

 

Thanks,

Ray

I use a throttle quadrant so the throttle lever on my sidewinder joystick has become my trim wheel. I see no reason to abandon your trim wheel.

The ch yoke wheel was never really meant to be a functional trim.

It was only ever there to calibrate the centre point of the yoke as it has no detent. Unlike the saitek......

Changing this will cut your trim to 1/5th of it's effectiveness, which is not something you want to do.

 

Froogle posted a video that can help FSUIPC users adjust their trim with A2A products:

http://www.a2asimulations.com/forum/viewtopic.php?f=121&t=42941

 

BTW, the Saitek trim wheel is great.  Well worth the investment.

 

 

Scott.

Scott,

 

Is there a way to reduce the elevator & aileron's sensitivity?

 

The 182 is way too sensive to my controller's input.

 

Thanks.

Jose

Here's how you do in RL. Flaps 10, Kias 70, cut the throttle at 50 feet, float it onto the runway,

 

Doug

I posted this over at Orbx for another flyer struggling.  I don't have this 182 yet (busy with other airplanes) but this is what I remember...

 

"In terms of the C182, RW it is a very nice airplane to land.  (I only have a 5-6 hours in one...maybe more)  Compared to a C172 it's more like a minivan than a car.  When you're on downwind establish 90 knots with flaps 1 and trim.  On base, set flaps 2 and 80 knots.  On final, 70 knots flaps 3.  (If you're fast on final then drop power and raise the nose to get it there...if too slow add power and drop the nose...it can be a real pill to land with the wrong speed!...to practice, establish a good long final maintaining 70 knots on VASIs until you're used to this and know the right power setting.)  When you're over the approach lights (say, a quarter mile from threshold) begin slowly pulling back power and it should be all the way out when you cross the threshold.  It has a good amount of momentum so has a nice smooth curve when you pull back in the flare.  Fly down to the runway and pitch up until the nose is about even with the end of the runway and hold the view right there  (I think we actually pulled it up higher and used the view out of the side windows but that's difficult in the sim...and shouldn't make much difference).  Hold it right there and wait, letting it bleed off airspeed and settle onto the runway.  Once you touch down, keep pulling the control back...all the way to help braking (but keep the nose on the ground).  I hardly ever let the stall horn chirp in my landings...just lower the nose a tad and let it settle once it's below, say, 50-55ish.  It won't stall on a normal landing until 40ish...so that's plenty of room.  If it does chirp and you're way above the runway then your flair is too high...just get down closer. "

 

The key is to establish the 90 KIAS level flight on downwind (or, say, 3 miles out) with trim set and no pressure on your flight controls.  This helps the airplane settle at 80 knots and 70 knots with the right power...it keeps it simple.  A stable final approach speed is important!  65 or 70 should work just fine.  Putting the nose on the far end of the runway when you flare is also important...keeps you from a nose-wheel touchdown which would cause you to, at best, porpoise...bouncing from nose to mains to nose again.  A good landing would not let the nose come off of the far end of the runway...and it can go higher...until touchdown.

 

Gregg

Very informative thread. I don't have the new A2A model, but have recently started flying the old Carenado C182Q - and am having similar experiences with (relatively) floaty and/or bouncy landings. I can see where much of what has been posted above will address the floating aspect, but I was inclined to look at the contact points and damping settings for the Carenado re: it's inclination to 'pogo' on even seemingly gentle touchdowns.

Very informative thread. I don't have the new A2A model, but have recently started flying the old Carenado C182Q - and am having similar experiences with (relatively) floaty and/or bouncy landings. I can see where much of what has been posted above will address the floating aspect, but I was inclined to look at the contact points and damping settings for the Carenado re: it's inclination to 'pogo' on even seemingly gentle touchdowns.

 

Make sure that, after you flare, you hold the nose up even with the far end of the runway.  I read that if you bounce a C182 the right procedure is to go around.  You can damage the firewall (or worse) if you porpoise.  Getting the nose up there will keep the mains lower than the nosewheel.  Also, if you PM me your email, I have a Bernt Stolle FDE for the Carenado C182Q.

 

Gregg

Thank you kindly, Gregg - pm with you.