Cool, glad it works out for you in the end.
Hi, great video and solution to the RNAV not working yet, I wanted to ask you: did you use the ver. Stable?
Then another question: did the MCDU approach come in by itself when you were in proximity? I couldn’t see if he entered or not.
Thanks so much
No, I don’t use the stable version. I use the development version which has all the newest features available to use.
The MCDU approach usually activates on its own as long as I’m keeping on the Nav flight path. In the ND, there’s a Decel point shown with the (D) icon on the flight path. Once you pass it, the MCDU automatically engages the approach phase.
I usually only manually activates the Approach phase if I get the approach waypoint bug, if my aircraft skips the next waypoint in the STAR, I usually have to manually trace the flight path again using selected track/heading. Since the NAV mode is bugged if that happens, I have to manually activate the Approach phase in the MCDU. But for most cases when I don’t have approach bug, it automatically activates itself at the Decel (D) point.
Thanks for your prompt reply, I encounter the problem that if I have set an RNAV approach, when the D deceleration enters me, therefore, the approach is activated, jumps one or two Waypoints and heads towards the first point of the RNAV not respecting the constraint of the altitude of that point and the following ones, then I manually set the altitudes at the various points.
Your solution allows for an easier descent on the path.
I am amazed that this function is feasible while the RNAV not yet.
Thanks again
I guess for me is a matter of preparation. For ILS approach, I wouldn’t worry too much. But for RNAV approach, I always keep my Navigraph charts ready. Because reviewing the approach charts will let me know what to expect from the approach. This includes where’s the glideslope intercept point, and which flight path angle do I have to set it to descend smoothly.
But I think the default ATC has improved by quite a lot. I’ve been getting descent instructions a few nm before my TOD, which makes descending a lot better now. When I get close to my TOD, I look at my EFB FlyPad for my TOD calculation, and I keep an eye out in my F-PLN distance, usually before I even reach my TOD distance, ATC gives me instruction to descend, and I set to the assigned altitude with a 3 degree FPA. At that point, is a smooth descent, because I always get to my desired altitude in time for intercepting the glideslope, and the ATC always catch up on time too.
I agree that for the ILS there are no problems, apart from some airports with the runway offset from the LOC, I use an Excel sheet to calculate the altitude of the last 10 NM with respect to the threshold, entering the degrees of the popes and I see that with your method of setting the degrees of descent of the trail match almost well with the vertical diamonds of the ILS, of course I do not go down with ILS but with FPA.
Used to the Toliss of xp11 every now and then I come up with some blunder.
Thanks again for your advice, you are a mine of information. 
Yeah, I think that if you’re using V/S and descent, you have to do all that calculation in excel sheet or similar tool. But with the EFB Flypad, it’s a lot simpler, just need to know when to start the descent, and at which FPA angle starting from which altitude, and just set it and off it goes doing its own thing without having to do anything else before disengaging AP and manual fly down to the runway.
you are right, I had never considered this EFB tool used to calculate everything. of course I don’t own navigraf charts, but it’s not a problem as I can find them from ENAV charts for Italian soil. sooner or later I will have to give up and make a convenient annual subscription navigraf which would also be useful for xp11. Thanks again
I take this opportunity to ask you something about the A320 FBW dev. I set the value 10% with the keyboard and I find myself the throttle at 15%. what will it be due to? Thanks and bye
Can you explain it a bit more? I’m not sure I understand what you mean by 10% or 15%…
Hello. I discovered that it gives me the graduated scale between the two throttles, which reaches a maximum of 45. if I set 10% with the keyboard, the throttles are positioned on the 0-45 scale at 10 which is equivalent to 15% of the engine power.
So I think this setting on the A320 is useless.
It works fully on the 172 instead.
If you have any conversion solution in its power control file it would be a marvel.
Thank you
Ahh. I see, so you’re not using the TCA Throttle Quadrant, but you’re using keyboard as your throttle control.
If this doesn’t match, that means the calibration in the EFB FlyPad is not linear to the actual throttle in the cockpit. This is going to be difficult to do, but not impossible.
I think the question here is, why do you need to control the power at 10% increments? I mean, flying the A320 is generally just placing the throttle to each detent.
You Taxi on IDLE (0%).
Take off using FLX/MCT (95%) or TOGA (100%).
After take off you set the throttle to CLB (89%)
When you land, you pull back to IDLE (0%) and then Full Reverse (-20%).
I can’t think of a normal scenario where you need to fly using 10%, 20%, 50% throttle. None of these power percentages match the detent positions other than IDLE at 0% or TOGA at 100%.
In fact, I only use it for taxis and 10% parking for the A320, septum 1 then 10% but then I have to drop because it becomes too high when maneuvering.
I use it a lot more for the 172 obviously, but the problem is strange because in theory it should work on the overall engine power from 0 to 100%.
Thanks to your indication I will make those 3 important settings for the throttle for the A320.
Thanks again
Yes, but the theory is not even the same between a GA aircraft of the 172 versus the A320 FlyByWire systems. Heck, even it’s not the same with Boeing compared to Airbus. So the default keyboard bindings are only useful for the default aircraft. You can try this in the default Asobo A320 and it will work. But even then, it’s practically useless since flying the airbus requires you to fly with Detents, not Throttle Power %.
The FBW A32NX has a custom flybywire and throttle configuration setting so that it can be applied to different types of throttle hardware.
The concept is like this:
there are 4 forward detents and 2 reverse detents. If we divide them equally, then you would think that on a scale of 0-100% each detent would have an equal range of 20%. Easy to understand, but it’s completely inaccurate.
All six of these detents have different ranges between them.
Full Reverse to Idle Reverse = 15%
Idle Reverse to Idle = 5%
Idle to CLB = 89%
CLB to FLX/MCT = 6%
FLX/MCT to TOGA = 4%
See how the power throttle scale to get to each detent are all different to each other. The default aircraft is designed in such a way that the throttle controls are moving in a constant rate, while the percentage requirement for each of these detents are not.
When it comes to the Thrustmaster TCA quadrant, There’s only 5 detents available. And each of these are equally spaced with each other. that means, from Full Reverse to IDLE, IDLE, to CLB, CLB to FLX/MCT, and FLX/MCT to TOGA are all 25% apart. Now this range is already different than the 6 detent we need to cover. And even more diferent than the variable range for each detent in the A320 cockpit.
So by default, it’s almost impossible to match the detents of the TCA Quadrant to the one in the cockpit because you need to have the sim to cover 89% of throttle power within a 20% range in the physical throttle, and once it passes the CLB detent, it needs to only apply 6% of throttle in the sim, using the same 20% throttle range in the physical throttle. Using the default Sensitivity Curve cannot cover this requirement constantly, because as soon as you increase the sensitivity in the first detent, you have to drop the sensitivity at the upper detent. Something that I’ve never been able to achieve, and I have to sacrifice being able to use that detent so I can still use the CLB one.
The FBW A32NX mod mitigates this issue by applying a variable throttle range for each detents. And this what is set in the EFB FlyPad so that it can be applied to any type of throttle hardware. With this, we can set that For IDLE to CLB, 20% in the physical throttle means 89% throttle power evenly distributed. Once it passes CLB, going to FLX/MCT would have a 6% of throttle power evenly distributed through 20% physical throttle range instantly.
Because there is a custom “position” that the FBW team is interpreting each detent. That’s why by using 10% of throttle using the keyboard, will have the A32NX to interpret that 10% coming from your hardware into a higher value depending on how it was setup. You won’t have this issue in the default aircraft like the 172 and the default A320, because they don’t have this custom throttle position interpretation function.
From your calculations then the 0-45 scale drawn between the two throttles is not linear in giving power to the engine from 0 to 45% to the engine but not even linear from 0 to 100% of power to the engine.
At half scale, i.e. at about 27.5% of this scale, I am not at 50% of the motor power, so it is a non-linear line that can be used.
Finding a way to give only 10% on my real power throttle at 10% with one button would be a great goal but I see it as impossible, unless it can be done with FSUIPC7.
I’ll have to see if there is any set or paramero about it.
I thank you again
Yes it’s not linear because of these reasons. Which comes back to my initial question. Why is there a need to apply 10% constantly? If you need to start taxiing, just press it once even if it gets to 15% just to get the aircraft rolling, then bring back to IDLE position. The aircraft will keep on taxiing on idle thrust. You just need to apply the brake pressure accordingly to keep your taxiing speed.
The Airbus FADEC system is also having their own calculation on how much power it can give to the engine based on all the factors involved.
So I think looking at the percentage of throttle power is a bit “overthinking” things. Unless you’re having obvious problems like you can’t fly, or engine shutoff suddenly or something like that. I don’t think you should be overthinking about how it does its thing, as long as you can fly from point A to point B without problems.
yes, I have already tried IDLE but if I find a slope in maneuver as some apron stops and I have to keep going up and down with the throttle. On the last stable, however, I saw that it works, I had not tried it anymore or I had not noticed it
With the developer FF9F83E A320 FBW works again the RNAV and throttle settings from IDLE to 10-100% power.
Hello