FDEdev

Does the rudder not move on ground as well or does this problem only occur in flight? In flight the reason might be the engaged yaw damper

There is no autothrottle and no hence no speed control during cruise on the Phenom 300 (and most other biz jets).

You can try another RW procedure. A few short asymmetric right brake taps until rudder effectiveness is sufficient (with the tailwheel locked) Unfortunately I can't test since I'm not near my flightsim PC, but loading e.g. 100-200lbs baggage into the cargo hold should put more weight on the tailwheel and increase directional stability.

Even full right rudder doesn't help? Crosswind from the left? Although I'm not using this technique, applying more power to the left engine during the early stage of the takeoff run helps.

Ok, that's the PA46TP Malibu Meridian. (They have the PA46T Malibu Jetprop and the PA46 Malibu Mirage as well) Can you check the loadout screen if there are any additional passengers except the forward one?

(Steady) wind doesn't have any impact on an aircraft in flight. If you disengage the AP during the approach, how fast does she bank to the right? Again, which PA46 are you talking about? There are three different Carenado PA46 versions.

To make use of the greater opportunity/capabilities you need the ability to use it. I don't know what your flightsim experience has to do with this. How many FDEs have you designed if I may ask?

Seems you don't even remember what you wrote and comprehend what I wrote. You wrote: In fact the new sim includes a flight dynamics editor, to make the simulation of flight dynamics an easier task than ever. Have you seen this editor or worked with it? If not, how do you that it will making FDE development 'an easier task than ever', or how this editor looks like? And again, until now, there is no FDE editor AFAIK.

Interesting. How do you know? AFAIK until now, there isn't a FDE editor and I severely doubt that it will be an "easier task than ever" Given the much increased aerodynamic capabilities of the MSFS, developing a high quality FDE will be considerable more work than in FSX/P3D.

At a low power setting like during approach p-factor doesn't have any noticeable effect and why would you want to correct bank with the rudder? Have you check the fuel load? The PA46 turns to the left with power applied, not to the right.

Don't know where you've got this info from. Have you actually tried moving the slider? The p-factor etc. is always 'coded' into the aircraft and Carenado/Alabeo are designed strictly in line with the SDK. With the slider, as Bob mentioned, you can reduce/eliminate this effect. You didn't specify which PA46 you have, but alternatively, regardless of the model you can reduce all the values below to zero if you don't have pedals or a twist grip joystick. [flight_tuning] hi_alpha_on_yaw = 1.0 p_factor_on_yaw = 0.5 torque_on_roll = 0.5 gyro_precession_on_yaw = 0.5 gyro_precession_on_pitch = 0.5 gyro_precession_on_roll = 0.5

I hope you have already opted out of the alpha to give other users the chance to join.

Your aircraft is roughly the size of a 767, but weighs approximately the same as an A321. Your engines have more thrust than a 190t 767, but your plane weighs 100t less. Despite these super-engines, the cruising speed and even the max cruising speed are way too low to be acceptable/usable. The same goes for the ceiling. An A321XLR has the same range as your design, but requires 77000l less fuel. Just to mention a few points. Over and out.

R U living under a rock?

Since I'm mainly interested in the FDE & systems part of any flightsim, eye candy is just a byproduct for me.

You have apparently no idea what an NDA is.

Since I've installed the MSFS alpha, I've deleted DCS, Aerofly FS2, P3D and x-plane and I'm 100% sure that I'm not going to re-install any of these, despite the fact that I have a barely mediocre PC.

Not much to discuss in the manuals. There's no indication of an autothrottle/autothrust system in this aircraft which you could turn on and off. Why should they include info about systems that are neither simulated nor available in the real aircraft? The only difference to manually controlling max takeoff, climb and cruise thrust is that the FADEC automatically adjusts the maximum thrust for the actual conditions when the thrust levers are in any of the detents.

correct

The detents have nothing to do with speed, they only adjust N1/thrust to max takeoff, max climb and max cruise thrust. At medium weights the 560 will overspeed even at higher cruise altitudes if you don't reduce N1/thrust below the cruise detent.

Why don't you watch a few departures out of Doha with Flight Radar 24, Planefinder etc? This will most likely answer all your questions. Just checked and there are no noise abatement procedures at OTHH. Btw, at 3000ft at a very low thrust setting in clean configuration and at low speed, jets are are less noisy than fully configured with the flaps and gear down. It's way more practical and easier to keep the departing traffic below the arriving traffic.

If the controls don't respond despite the AP being disconnected something else must be going on.

That's a very strange aircraft with horrible performance numbers and serious design issues. I honestely don't understand what's the point of this aircraft.

There is no 'manual reversion' on an A320. Don't know where you've got that info from. Without hydraulic power you are not control an A320. End of story. The RAT powers the blue hydraulic system and with that you have slats, flaps, spoiler pair 3, ailerons, rudder and elevator control.

It's very difficult to stay polite if you are so stubborn and continue your completely wrong claims over and over again. You are disregarding everything w6kd, Murmur and I explained to you. What do you expect? You are even disregarding the basic info in the link I provided. How should anyone be able to 'convince' you and why should anyone try to continue doing so? Murmur already wrote: It is true, as you say, that the AoA is not an indicator of vertical speed. But nobody ever stated that. Btw, I'm out.