[pull] primary from flybywiresim:primary

docs/fbw-a32nx/support/reported-issues.md

@@ -1041,6 +1041,25 @@ Please try these before reporting any other issue on Discord.
     - Saudi Arabia
     - Spain
 
+??? bug "Installer Permission Problems"
+
+    ^^Description^^
+
+    During installation of a product a "Windows Permission Error" with the error code EPERM shows up and the installation is aborted.
+
+    ^^Root Cause^^
+
+    Sometimes the permissions of the community folder are set to not allow the current user to install addons in it.
+    This might be set since the installation of MSFS or MSFS might have changed it at some point.
+
+    ^^Possible Solution or Workaround^^
+
+    One of the following solutions usually lets the desired addon be installed
+
+    * Check the permissions of the community folder and correct them.
+    * Rename the current community folder, create a new one with the same name and move your installed addons into the new community folder.
+    * Start the installer with admin permissions.
+
 ## Incompatible and Problematic Add-ons/Mods
 
 The following add-ons and mods are known to be incompatible and cause issues with the A32NX. We recommend you uninstall these before starting the sim and flying with the A32NX, especially if you experience issues with the aircraft.

docs/pilots-corner/advanced-guides/.pages

@@ -6,6 +6,7 @@
 title: Advanced Guides
 nav:
     - Overview: overview.md
+    - engines
     - flight-phases.md
     - flight-planning
     - flight-guidance

docs/pilots-corner/advanced-guides/engines/.pages

@@ -0,0 +1,8 @@
+# Edit this page to get:
+# - Title for the whole directory
+# - Titles for specific pages or subdirectories
+# - Order of pages (otherwise alphabetical order)
+
+title: Engines
+nav:
+    - crossbleed-start.md

docs/pilots-corner/advanced-guides/engines/crossbleed-start.md

@@ -0,0 +1,87 @@
+---
+title: Crossbleed Engine Start
+---
+
+# Crossbleed Engine Start
+
+## Overview
+
+This procedure is used when a normal APU Bleed start is not possible, usually due to the APU being inoperative. 
+
+It may be prudent to inform ATC that you will be performing a crossbleed start, as the procedures and process may take longer than a normal start and carry certain risks both 
+to the ground crew and the airport infrastructure.
+
+!!! warning "Realistic Situations"
+    It is important to note that crossbleed engine starts **should not** be performed under the following conditions in real life:
+
+    - During pushback operations
+    - Situations where the thrust of the engine would endanger life or property
+
+## Procedure
+
+To explain this procedure, we will assume that `ENG 1` is running, and the flight crew will start `ENG 2` using the crossbleed procedure.
+
+!!! tip ""
+    !!! danger "Actual Procedure"
+        A crossbleed engine start normally requires an Air Start Unit to be connected to the aircraft to start the first engine. This is not currently simulated in the A32NX.
+
+    The following procedure is included for completeness and will be updated when the above feature is implemented.
+
+    For now, you would have to start a single engine normally (`APU ON` and `APU BLEED ON`) before carrying on with a crossbleed start.
+
+### Initial State
+
+Before using this procedure ensure:
+
+- One engine should already be started and AVAIL. This allows the bleed air from the running engine to be used to start the other engine.
+- `APU BLEED` - `OFF`
+- `ENG MODE` - `NORM`
+
+![crossbleed1.png](../../assets/advanced-guides/engines/crossbleed1.png){loading=lazy}
+
+### Overhead Bleeds Configuration
+
+`ENG BLEED` for the receiving engine needs to be switched `OFF`. This is to prevent the bleed air from the running engine from escaping through the receiving engine 
+(reverse flow leakage).
+
+The `X BLEED VALVE` should be switched to the `OPEN` position.
+
+Ensure that `ENG 2 BLEED` is `OFF` for this sample procedure.
+
+![crossbleed2.png](../../assets/advanced-guides/engines/crossbleed2.png){loading=lazy}
+
+### Engine Start
+
+1. Begin by verifying the bleed page on the lower ECAM display. 
+     - Crucially, that the bleeds on both sides are connected via the `X BLEED` valve and that the `ENG 2 BLEED` valve is closed (indicated by the amber line above IP for ENGINE 2).
+
+     ![bleeds-page.png](../../assets/advanced-guides/engines/bleeds-page.png){loading=lazy width=80%}
+
+2. Deselect the BLEED page and turn the `ENG MODE` to `IGN/START`. 
+     - This should display the ENGINE page on the lower ECAM display.
+
+       ![engines-page.png](../../assets/advanced-guides/engines/engines-page.png){loading=lazy width=80%}
+
+3. Ensure that the IGN Bleed PSI for `ENG 2` is at or above 30 PSI before attempting to start the engine. 
+     - It is not unusual on the NEO to see the pressure be at or above 30 PSI at IDLE power. If the pressure is below 30 PSI, increase the thrust of the running engine.
+
+4. Switch `ENG MASTER 2` to the ON position. **Maintain at least 25 PSI during the entire start procedure**.
+
+    ![engine-page-start.png](../../assets/advanced-guides/engines/engine-page-start.png){loading=lazy width=80%}
+
+!!! warning ""
+    It is common to lose pressure during the start sequence. Advance the `THR LEVERS` of the supplying engine (`ENG 1` in this scenario) to maintain at least 25 PSI.
+
+    If thrust required approaches 40 % N1 to maintain at least 25 PSI, ensure the surrounding area continues to be clear of obstructions. If you exceed 40 % N1 there maybe issues 
+    with your configuration and consider aborting the procedure.
+
+The engine should start normally if you have followed the procedure correctly.
+
+### After Start
+
+Once both engines are started, ensure the following in order:
+
+1. Set `ENG 1` thrust lever to `IDLE`
+2. Turn the `X BLEED` switch on the overhead panel back to `AUTO`
+3. Turn `ENG 2 BLEED` switch back to `ON`
+4. Continue your regular flows and procedures before taxi out

docs/pilots-corner/advanced-guides/flight-planning/disco.md

@@ -14,25 +14,19 @@ There are basically two types of discontinuities:
 - Discontinuities between two waypoints in the flight plan
 - Discontinuities after a MANUAL leg (Manual Termination)
 
-### Special Case
-
-!!! warning "STAR and Approach Discontinuity - Inaccuracy"
-    If your STAR contains other waypoints after the IAF (initial approach fix) that you have selected via an approach transition (VIA), the FMS will not automatically connect the STAR to the approach at the IAF.
-
-    This is a small problem with our current implementation. It will be corrected when we update to version 2 (fms-v2) of our implementation, which contains even better simulation of the Honeywell FMS.
-
 ## Discontinuities Between Waypoints
 
 !!! warning ""
-    These discontinuities **should not** be cleared from the flight plan in normal operations.
+    Based on the [special cases](#special-cases) below these discontinuities **should not** be cleared from the flight plan in normal operations.
 
 Typically, you will notice a discontinuity in the following instances:
 
 - Between the SID and the rest of your route.
 - Between the STAR and the selected approach.
 
 !!! tip ""
-    Approaches that are radar vectored without a MANUAL will also have a discontinuity by design. Please be aware of these approaches and follow the principles outlined below.
+    Approaches that are radar vectored without a MANUAL will also have a discontinuity by design. Please be aware of these approaches and follow the principles outlined 
+    further below.
 
 Ideally, the NAV mode automatically reverts to the HDG (TRK) mode and pilots should follow ATC guidance (if on network) or use the DIR TO function to proceed to the next 
 waypoint on your flight plan.
@@ -42,6 +36,10 @@ waypoint on your flight plan.
 !!! info "Normal Discontinuity in the MCDU F-PLN Page"
      ![Normal Discontinuity](../../assets/advanced-guides/disco/mcdu-discontinuity-1.png "Normal Discontinuity")
 
+### Discontinuity After Deleting Waypoints
+
+If you delete a waypoint manually, a discontinuity will be inserted instead. This discontinuity can be deleted to connect the route back together.
+
 ## Discontinuities After MANUAL Leg
 
 Sometimes discontinuities are also part of a procedure to indicate that manual guidance is required (mostly directed by ATC). The preceding legs are called MANUAL legs (Manual Termination leg).
@@ -89,6 +87,28 @@ If the aircraft is flying into a MANUAL leg, NAV mode remains engaged and predic
     !!! warning "MANUAL label to be removed!"
         The MANUAL label on the ND will be removed in a future version, as it is not displayed in the real aircraft.
 
+## Special Cases
+
+!!! warning "SID and En-route F-PLN Discontinuity - Inaccuracy"
+    **In most cases**, a discontinuity between the SID and your route is something that doesn't happen in real life.
+
+    With our current FMS, the A32NX will sometimes create a discontinuity that wouldn't typically be there. In these cases it would be okay to CLR the discontinuity - 
+    <span style="color:red">**provided you fully understand your routing and can identify that it would not cause any en-route issues**.</span>
+
+    !!! danger ""
+        There are some important reasons why you shouldn't normally clear a discontinuity:
+
+        - Narrow turn radii between the two waypoints, where the discontinuity is present, which could not realistically be flown by the plane
+        - Different [leg types](leg-types.md), which are not compatible to be connected together
+Even if the waypoints form a direct line, it's not completely safe to remove a discontinuity unless you understand the above points
+
+    This is a small problem with our current implementation. It will be corrected when we update to version 2 (fms-v2) of our implementation, which contains an even better 
+    simulation of the Honeywell FMS.
+
+!!! warning "STAR and Approach Discontinuity - Inaccuracy"
+    If your STAR contains other waypoints after the IAF (initial approach fix) that you have selected via an approach transition (VIA), the FMS will not automatically connect the STAR to the approach at the IAF.
 
+    This is a small problem with our current implementation. It will be corrected when we update to version 2 (fms-v2) of our implementation, which contains an even better 
+    simulation of the Honeywell FMS.