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  1. I think that might just refer to the custom KNS-80 AP they've modelled. It seems that lateral navigation with the PMS or the GTNXi is possible.
  2. You can just delete the SID/STAR from the route field in Simbrief before generating the FP.
  3. Really anything with an installer I tend to keep in the Community folder directly. Avoids issues with config saving or livery installation (PMDG), and most importantly, makes updating much simpler.
  4. With the PMDG 737 and the Fenix having arrived in MSFS and the iniBuilds A310 getting announced, the AFL King Air is really the only plane still making me think about getting XP12. The thought of them bringing it to MSFS, combined with the TDS...oooooh boy!
  5. On Boeing aircraft, the QNH can be pre-set to the value gleaned from the ATIS. Once ATC clears you to descent beyond the transition level, press STD and voila. On the Airbus, the QNH cannot be pre-set. The value entered on the Approach page is used by the FMGC for profile computation, but has no effect on the reading of the altimeter. Once cleared below the transition level (which is alway higher than the transition altitude to account for pressures lower than 1013 hPa), push for STD and set the QNH (from the ATIS, and the controller will tell you when clearing you below TA).
  6. NAV in blue means it's armed, and a bunch of conditions have to be met for NAV to engage. It would be immensely helpful if you could either describe your situation in more detail, or include a screenshot of the instruments as the problem occurs.
  7. Well, 3 ft are approx. 1 m, sooooo.....change your units to feet.
  8. Yes, the infamous "Fenix OEO pitch attitude" conspiracy. "Pitch-up-gate", we conspirators call it.
  9. Hmmm, that's really not how you'd evaluate the OEO case in an A320. If you switch off the ENG Master, only fuel flow is cut off. The N1 is going to stay high for quite a while, simply due to windmilling by the airflow into the engine and the inertia still provided by the spinning turbine. That is also the reason why you don't get much yaw forces, the engine is still producing a lot of thrust for quite a while (since most of the thrust is generated by bypass air, not airflow from the hot section). An actual ENG FAIL has a whole different dynamic, since the underlying cause is most likely not fuel starvation, but mechanical failure, which leads to much more rapid N1 drops and thus yawing action. To evaluate that, try the failure option in the MCDU.
  10. Concerning the non-existent N1 drop, that is not something I have observed. N1 on the failed engine dropped pretty much immediately. Maybe you've selected the compressor stall failure option? The one I've tried was ENG FAIL/DMG.
  11. ECAM actions indeed cover the majority of abnormals on the A320. After handling the failure and securing the airplane, a quick look in the QRH for supplemental procedures is usually performed, as well, but in contrast to the 737, the QRH is not needed during the tricky part of the emergency. Generally, there are only seven abnormals that contain memory items: windshear escape maneuveur, windshear ahead, TCAS or GPWS alerts, loss of braking, the beginning of an emergency descent, and the beginning of unreliable airspeed indications. Everything else is ECAM actions first.
  12. In RL (as well as in the Fenix) the performance calculator on the EFB spits out S, F, and O (Green Dot) in addition to the V-Speeds (and actually quite a bit more, like MFRA and Stop Margin, which the Fenix EFB doesn't implement). After calculating the final performance with the actual weights and CG from the loadsheet, the flap retraction speed and green dot are cross checked against the actual S, F, and O speeds calculated by the FMGC. This serves as a gross error check for the calculated perfomance values, since a difference in Green Dot indicates a difference in TOW between the calculation and the actual weight. Green Dot can actually be calculated quite easily by hand: Below FL200 it is 2 x weight in tonnes + 85. For every 1000ft above FL200 add 1 kt. As for the EFB on the Fenix, I haven't noticed the speeds missing. Maybe re-check if you've correctly entered all data.
  13. In normal operation, APU and APU BLEED is switched off after engine start. Before Covid, many operators turned the PACKS off for takeoff and back on after reducing to CLB thrust. Since the start of Covid, PACKS stay on during takeoff for air circulation/air supply in the cabin. Using APU BLEED during takeoff has pretty much the same effect as turning PACKS OFF: When using TOGA thrust, it increases performance. When using FLEX, it reduced EGT and thus wear and tear off engine components.
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