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Hi iniBuilds team, First, congratulations on the A380 release — the dynamic wing flex is genuinely impressive, and it is precisely what makes the first request below stand out. Test footage, exterior camera on the left wing throughout: https://youtu.be/kme2zIC2gs4 Version 1.0.0 (Marketplace), MSFS 2024. REQUEST 1 — Load Alleviation Function (LAF), and wing-mode damping (footage from 00:15 to the end) Observed: wings level, repeated pitch inputs to excite the wing, then stick released to neutral. The wing keeps flexing through a pronounced wave, exactly as your flex model is meant to do — and the three ailerons stay completely fixed for the entire oscillation. No reaction of any kind. On the real aircraft the LAF is triggered on vertical load factor, measured by accelerometer units on the engine pylons, and deflects the ailerons symmetrically UP to unload the outer wing and reduce the root bending moment. It is composed of Passive Turbulence Alleviation and Active Turbulence Alleviation, active above given speed and load-factor thresholds and inhibited in full slat/flap configuration. The test case above is exactly what it exists for. As it stands, the flex model and the aileron channels appear not to talk to each other at all — which is a shame, because the flex model is the hard part and it is already done. REQUEST 2 — The VDA middle-aileron transient (footage from 00:00 to 00:14) Observed: roll inputs produce differential deflection across the three surfaces — that part is already correct — but no transient on the middle one. Documented by Claude Lelaie, Airbus experimental test pilot, in "A380: Development of the Flight Controls" (Airbus Safety First): https://safetyfirst.airbus.com/app/themes/mh_newsdesk/documents/archives/a380-development-of-the-flight-controls2.pdf On 27 July 2005, flight 51 out of Toulouse in strong southerly wind and turbulence, the crew was very active on the stick; aileron activity produced unpleasant lateral accelerations, felt mainly in the rear of the cabin. Retuning gains and damping did not fix it. In mid-October 2005 new PRIM computers were delivered with a new aileron law the design office nicknamed VDA — "Valse Des Ailerons", the aileron waltz. Its purpose was to break a coupling between two wing oscillation modes whose frequencies had become too close. For a left roll input, on the left wing: - inboard aileron : moves up immediately - outboard aileron : moves up as well, to a different deflection - middle aileron : either goes DOWN first, in opposition to the other two, then reverses upward; or goes up after a short delay, passing through neutral Since your channels are already differentiated, this should amount to a transient shaping term on the middle-aileron output only. QUESTIONS 1. Is LAF (PTA/ATA) on the roadmap, or does no load-factor feedback reach the aileron channels by design? 2. Does the roll law carry any middle-aileron transient today, or are the three channels differentiated by gain alone? Happy to record further test cases on request. Thanks for considering it.

@Reality Actually, there is a minimum callout on the A350. You just need to put your app decision height to hear it (BARO or RADIO).

I dont think so, if you look at the date of the files in virtuali folder, it saye 13th sep 26. I installed the update on the 15th sep. What are your virtuali files dated? What about the _manifest.json in the community folder, why is it there? Thanks.

Hello, I have the same observations here (but at -5000 feet). I think the jump function uses the FMS data of the respective waypoint. In my case, FL400 was reached and the jump went to the waypoint just before the ToD. The flight planning for this waypoint was at FL350, and exactly at this height the A380 came out. Subsequently, the AP was not working / stopped working and lost all managed modes. I think the behavior of the systems is understandable; therefore, the pilot has to check twice under which circumstances to jump forward.

I have downloaded it

Hi, This was almost certainly caused by a misclick around the EFB while airborne, which triggered the window to open, although it didn't actually appear on screen. If this does happen again, you can verify by selecting the DOORS page on the E/WD, which is located under the engine start levers. This has been logged by the team and has been fixed in v1.0.1 The issue shown in the second image regarding the gear bay doors has also been fixed in v1.0.1 Thanks!

This must be an Airline Specific. I have never seen this on my Airline A380s, we don't have derated takeoff thrust. We have derated Climb on the EA engines (Derated CLB 1, 2 and 3) and Auto-Derate on the RR engine on the CLB page. Each Airline have their specific requirements and reasons for having different options. Edit: for info as I can see the flight Number was NAX7021. NAX is the suffix callsign for Norwegian Air Shuttle. Did a bit of digging and Hi Fly who previously did owned an A380 did effectively fly this route for Norwegian Air Shuttle once and they most probably were the only company owning the A380 who had this options. Just saying, I might be wrong. But for sure my Airline doesn't have this option on their A380s.

Hi, Thanks for your feedback! Would you be able to attach a video demonstrating this specific behaviour? That would be very helpful and will allow me to pass it along to the team for further investigation. Thanks again!

Hi, I believe when performance mode is activated, the tail disappearing is by design. It's exactly as you describe, removing the LOD for more performance. The cockpit pop-in has been fixed in version 1.0.1 Thanks!

Hi, Just tested this on my end and everything is working as intended. I've cycled through every options on the E/WD, including the T/O config button. Before we go into more troubleshooting steps, have you downloaded the aircraft or are you streaming it? Thanks!

Hi, Thanks for your feedback! The team is currently adjusting the values of our simbrief profile, based on user feedback! I should have more news about that, hopefully soon. Thanks again!

On the A380 standard practice is to select a BTV runway exit point after the WET line. Not standard practice to set an exit point after the DRY line. The objective of the BTV is to manage automatically the braking application to reach the selected runway exit -65 m at 10 kts. However, if the selected runway exit point is the runway end or an exit point in the last 300m of the runway, BTV targets 10 kts 300m from the runway end. If you select an exit point between the DRY and the WET line the BTV deceleration rate is 3 m/s square. After the WET line deceleration is 2 m/s square. Hope that clears it up a bit.

Thanks for the detailed explanation. It definitely sounds like something isn't playing nicely here. My suggestion would be to completely uninstall the aircraft, delete the WASM folder, and then reinstall the aircraft from scratch. I'm wondering if the installation may have somehow become corrupted, especially given the additional load the MSFS servers were experiencing that day. Hopefully a fresh installation will resolve the issue!

A workaround for that is to swap the FMS nav database. After a few seconds swap it back. That should “reset” the FMS. Not sure if it will work in the sim though. Did it the other day in the real aircraft and it worked just fine.

Yes, I also feel that the GP7000 is a bit too quiet

Hey together First of all. Great release. Now to my question. Is there a option to reset the mcdu after a flight. The turnaround on the oans is not resetting the mcdu. Have i missed something? thanks

First I want to say what a fantastic job your team has done with the A380. The detail has me blown away and it’s been bringing back so many memories of my travels. I was a frequent traveller on the A380 as it was my ride to and from home. Just a little bit of feedback about a few things: The performance calculator might need a bit of tweaking for long haul flights. In FS2024 I was flying EK242 (YYZ-DXB) on a GP7200 equipped A380. With the appropriate fuel load and a near full load of pax and cargo. The FLEX setting the performance calculator gave me was 67. Looking at the thrust it would give me on the ECAM it seemed like a suspiciously significant derate. I changed the FLEX to 50 before taking off and still used almost the whole runway. I feel if I kept it at 67 an overrun would be probable. Next: Sound. The GP7000 in the sim is a little bit too quiet and the buzzsaw pitch at full power is lower than what I’ve experienced as a passenger. here’s some links to videos I’ve taken while on the A380 for you to use for sound reference for Engine Alliance GP7000 sounds. This first video was taken on EK242 (YYZ-DXB) on a winter day from runway 33R. Seat is 4K (upper deck) This one was taken at seat 9A. Same flight, EK242 (YYZ-DXB) taking off on a winter day from runway 23 This one was taken on EK242 (YYZ-DXB) from runway 06L in December. Seat is 2A (upper deck). This is on a day where it’s still cold but no active precipitation. The engine is quieter but still very noticeable. Thank you for taking the time to go through the videos and wishing the team nothing but success. Regards, Alek Boisjoly

I guess so, but I don't know it is coming from Aerosoft or A380 itself, I hope there's fix soon enough from Aerosoft or IniBuilds regarding this. Cheers

Thanks - that worked! But how do I get Blender to paint only on a selected tile? Ahh - I just discovered the problem and now have a solution which has worked a treat. The livery is now completed - thanks very much for your help!

See the Down Arrow showing the FCU Target Altitude at the RUNNN point, it strict between FL170 to FL140. That is why the FL160 on Altimeter doesn't showing Magenta because FMCS calculates that you will reach FL160 approaching RUNNN Point which WILL NOT PASSED BEFORE FL170 or AFTER FL140. Unless you have changed one of the constrain after RUNNN (like SYMON or IRNMN) to AT FL165 OR ABOVE, then you will have Magenta on Altimeter. Cheers HaveASafeFlight!

Does anyone read before posting? Kyle already acknowldeged the issues half a day ago and that a fix is in the works. So there is no point in further reporting that your terrain radar is not working. They know it is not working.

Btw no weather radar neither on my side. No terrain and no WX.

I get that it’s probably for LOD purposes but the tail keeps on popping in when you go to external view and the same happens for the cockpit. You come back to the cockpit and it has warning lights on and the tray pops in too. It is an eyesore and the cockpit lights are the worst. Please check if it can be fixed. 🫡🙏

Just starting flight #2 and it is reproducible. Engines not started, external power connected, APU starting, select ENG page and the pump goes off - turn it back on, select any other page, same outcome, the pump goes off. EDIT: Even selecting T/O CONFIG turns the pump off, basically any button on that panel will turn the pump off. Mouse clicks on any other location seem to work fine.

I was flying at cruise, FL400, when unexpectedly the ECAM CAB PRESS EXCESS CAB ALT alert was triggered. I’m not exactly sure what caused the cabin altitude warning, but when I switched to the external view, I noticed two openings/holes in the fuselage where the landing gear could be seen. I’ve attached screenshots showing the ECAM warning and the exterior model.