Alt Prediction and Level Off Arrow Logic.pdf The following are some bugs that are still not fixed. It is quite disappointing to still be seeing so many so long after release, and especially disappointing that in the meantime, other aircraft have been released that also contain a lot of the same bugs. Please, please fix these, it is all basic functionality that should be correct in an aircraft of this price especially given how it is marketed. Many of these have been reported since release and whilst of course I appreciate the work that has gone into the aircraft, it seems little progress has been made in these basic things and its is most disheartening. These reports take hours and hours and hours to research and gather evidence and write up, please don't just ignore it. I have also attached a pdf explaining how the Altitude Predictions on the F-PLN page should work in the various lateral and vertical modes. @IniJamir these are the bugs I mentioned that you say are not occurring complete with evidence showing them in the form of videos and screenshots. iniBuilds A350 v1.2.6 – Ongoing Bugs Sounds 1. Parking Brake Sound Missing with Hardware Bindings No parking brake sound is played when operating the parking brake via hardware/key bindings (e.g. TCA Quadrant bindings). The sound only plays when interacting with the parking brake using the mouse You can see this on the video linked below. First, I operate the parking brake handle with the mouse and there is sound. I then use the parking brake handle on my Thrustmaster TCA, and there is no sound. https://youtu.be/wgcNu1fsWac?si=eXp2v6pksGxinRVt 2. No Sound for CLB Detent when coming from Lower Throttle Position No detent sound is played when moving the thrust levers into the CLB detent from a lower throttle position, i.e. the idle end of the throttle. The sound currently only occurs when entering CLB from a higher throttle position, i.e. the TOGA end of the throttle. You can see this on the video linked below. First I move the lever into CLB from below and there is no sound when the levers go into the CLB detent. I then move the levers into the CLB detent from above and there is sound. Finally, I go back to moving into the detent from below and again there is no sound. https://youtu.be/SO9YOLHIZsI?si=mlnllxzauzYckI22 Modelling 1. Display Unit Brightness Mismatch The various display units do not maintain equal brightness when set to the same brightness setting. Identical brightness knob positions can result in visibly different display brightnesses. This is very noticeable when using the DU Master Brightness Knob There also appears to be an issue affecting the lower MCDU displays and radio panels on the pedestal. At certain times of day, particularly dusk/dawn, these displays exhibit unusual brightness behaviour where the background does not appear fully black and instead has a weird glow to it. On the video linked below, you can clearly see that using the DU Master Brightness Knob, the display units are set to the same brightness setting, but the lower displays and the OIS are much brighter. https://youtu.be/pIFOp_wNAYI?si=OMSIUhowNbGRLN4r Systems 1. Altitude Predictions are Often Incorrect in Descent The altitude predictions on the F-PLN page are often not being calculated correctly in descent. In the screenshot linked below, you can see that the aircraft is at FL150 with 0.6nm to go until the waypoint HAZEL. Yet the F-PLN page is showing a prediction at that waypoint of FL130. This is incorrect, the aircraft is not going to lose 2,500 ft in 0.6nm and so the prediction is incorrect. https://i.postimg.cc/7ZB8K6fS/Flight-Simulator2024-2026-05-19-16-42-29-115.png 2. Constraint Indications (Amber v Magenta) are Incorrect and Inconsistent between the ND and the F-PLN page and the Altitude Predictions indication thereupon. The colour of the asterisks on the F-PLN page, and the circles around waypoints on the ND are inconsistent with each other, and the ones on the ND do not correspond with the Altitude Predictions on the F-PLN page In the screenshot below the circles around the waypoints HAZEL OCK and OCK/07 are in amber indicating the constraint will not be met. However, on the F-PLN page the corresponding asterisks are shown in Magenta, indicating, contrary to the ND, that the constraints will in fact be met. A constraint cannot be both met and not met. Therefore, one of them is wrong. Logic would lead to the F-PLN page being incorrect given the aircraft is above profile. This also again indicates that the altitude predictions on the F-PLN page are not being constantly recalculated based on where the aircraft currently is in terms of its vertical profile. The magenta asterisks do match the F-PLN predictions, but these predictions are incorrect. Somehow the ND is showing the correct colour indications around the waypoint, but where is it getting the data from to display the correct colour? It should come from the F-PLN page but in this case, it isn’t as clearly the F-PLN page is completely wrong. https://i.postimg.cc/7ZB8K6fS/Flight-Simulator2024-2026-05-19-16-42-29-115.png In addition the F-PLN page predictions and coloured asterisk indication are also bugged regarding the speed predictions. In the screenshot linked below, there is a message saying SPD ERROR AT LLS01. But where is this information coming from, the F-PLN page is predicting the aircraft will be at 250kts at LLS01 and is showing a magenta asterisk. Again, somehow the error message is correct, but the F-PLN page is incorrect. https://i.postimg.cc/xCKV9P1k/Flight-Simulator2024-2026-05-19-16-44-40-667.png I’m afraid the F-PLN is very poorly implemented, and this is unacceptable as it plays a very important role in descent management and planning to meet any ATC restrictions. It seems to work reasonably in climb, but in descent it is very poor. It is possible that it is simply not constantly recalculating the predictions. I have attached included a separate PDF indicating how the F-PLN page predictions and level-off arrow should function in the various lateral and vertical modes. 3. Managed Speed Targets Bugged and Flickering/Jumping/Jittering etc. Managed speed targets can become unstable and visually glitch. Speed targets may flicker or rapidly jump between values. This happens in all stages of flight, to both the target speed and the F, S, Green Dot reference speeds. In the first video linked below you can see the green dot reference speed flickering, and in the second, the magenta managed speed target jumps. https://youtu.be/61Wi-fSszI4 https://youtu.be/4GClDf9tg7M 4. MACH/SPD Indication is Incorrect on the FCU – and on the FMA on the PFD The SPD/MACH indication on the PFD and FCU is incorrect as it is currently implemented to change based purely at a certain altitude rather the correct behaviour which is to change depending on whether the aircraft is indeed targeting a SPD or MAH number. The display should only switch between SPD and MACH when the aircraft transitions between a speed target and a Mach target. Currently, the indication can change despite the aircraft still targeting the same mode. In the linked video below, the target climb speeds are 309 IAS and 0.85M. Meaning, the aircraft will climb at 309IAS until this becomes equal to 0.85M, at which point it will continue the climb at 0.85M. (These speeds can be seen on the CLB PERF page as shown. At the start of the video, the aircraft is climbing at 309 IAS and correctly the FCU shows SPD. However, when the aircraft reaches FL270, the FCU changes to MACH. This is incorrect behaviour. The aircraft is correctly still targeting a speed (309) as this speed is currently only equal to .766 and shown below the speed tape on the PFD. The magenta target on the speed tape is still on 309IAS and correctly remains there until 309 equals 0.85 at higher altitude. So, the aircraft is correctly targeting a speed, but the FCU is incorrectly indicating MACH. This bug is also present in reverse on the descent. In this case, in addition to the FCU indication being incorrect, should the aircraft be in a geometric descent segment rather than in IDLE descent, SPD or MACH should appear on the FMA. Again, here it is bugged and just showing MACH above FL270 irrespective of whether the aircraft is targeting a SPD in IAS or a MACH number. https://youtu.be/2OSJHZmKur8?si=LkVmCIikhcxcDrMx 5. Level-Off Arrow Behaviour. That same screenshot above also has the level-off arrow on the ND Missing. FL 70 is shown below the altitude tape on the PFD (as an aside this should be magenta because there is a FL070 constraint at OCK – it should only be cyan if the FCU selected altitude is above the next constraint in DES, or below it in CLB). The aircraft is in managed mode, and, therefore, if the F-PLN page is predicting the aircraft will be at FL070 at OCK then the level-off arrow should be on the ND at OCK. Here also the level-off arrow is missing, FL050 (transition level formatting error also here – see below) is shown below the altitude tape, so the level-off arrow should be shown in the ND indicating where the aircraft will reach this altitude. In this example it should be just before D283L – as the F-PLN page is predicting the aircraft will cross this waypoint at 4890, but it is totally missing. https://i.postimg.cc/vTZgJhrd/D283L-where-level-off-arrrow-alro-PFD-alt-format.png Yet again, where is the level-off arrow here indication when the aircraft will reach FL100? https://i.postimg.cc/pdddXr9G/No-Level-Off-arrow-but-it-preditcs-TLA13-at-097-so-arrow-should-be-before-that.png Again, see the separate document explaining the level-off arrow functionality. 6. DES PERF Page Constraint Display The DES PERF page currently displays the final descent constraint rather than the next active descent constraint. In the screenshot below the DES PERF page is showing the next speed constraint to be TLA/13 at 210kts. However, this is the final speed constraint on the flight plan, and this page should instead show 250 KT / ESKDO as this is the next speed constraint. https://i.postimg.cc/4xbLPNxm/SPD-LIMIT-waypoint-logic.png 7. Transition Altitude/Transition Level F-PLN page formatting errors. Altitude formatting on the F-PLN page does not always correctly respect Transition Altitude and Transition Level logic. In the linked screenshot below, you can see on the T.O PERF page that the transition altitude is 6000ft. However, on the F-PLN page FL060 is shown at UMLAT. This is incorrect. As you can see in the other screenshot, the charts correctly format this as 6000. 6100ft should be FL061, but 6000ft is still 6000ft. https://i.postimg.cc/4yQP5WJ3/TRANS-ALT-6000-F-PLN-FL060.png https://i.postimg.cc/s2GJ8jVv/TRANS-ALT-CHARTS.png 8. SPDLIM Pseudo-Waypoint Logic Incorrect The (SPDLIM) pseudo-waypoint behaviour does not correctly account for speed constraints affecting acceleration or deceleration logic. If a departure contains a speed constraint of 250 KT (or lower) above 10,000 ft, the (SPDLIM) waypoint and corresponding magenta speed change marker should not appear during climb, because the aircraft is never performing that specific acceleration from 250kts to ECON climb speed at FL100. The aircraft should continue respecting the speed constraint and accelerate to ECON climb speed once the constraint is cleared. Similarly in descent the reverse is true. In the example in the screenshot linked below, the (SPDLIM) waypoint should never be in the F-PLN. The aircraft is already decelerating to 250kts at ESKDO at FL170. So the aircraft never performs the deceleration to 250kts at FL100 because it has already slowed to this speed and so doesn’t need to do it. So the (SPDLIM) pseudo-waypoint representing the aircraft’s deceleration to 250kts at FL1000 should not be there. https://i.postimg.cc/4xbLPNxm/SPD-LIMIT-waypoint-logic.png 9. F-PLN Page and DES Page target speeds do not match. The target speeds on the F-PLN page and the PERF pages often do not tie up and match with each other. In the screenshot linked below, the CRZ PERF page shows the managed target cruise speed to be 0.85, yet the F-PLN page is showing 0.84 for every waypoint…. Again the F-PLN page is just incorrect, another example of how much of a mess this page is in. https://i.postimg.cc/T11SK8VD/perf-page-fpln-page-and-pfd-speeds-do-not-match.png This bug is present in all stages of flight, CLB, CRZ, and DES. 10. FCU Selected Altitude displayed below altitude tape on PFD logic. The display of the FCU selected altitude below the altitude tape on the PFD is not respecting intermediary constraints. (Constraints between the current altitude and the FCU selected altitude.) In the screenshot linked below, the aircraft’s current altitude is FL275 and the FCU selected altitude is set to 24000 and this is displayed below the SPD tape as FL240. However, this display is incorrect, there is a constraint at INPIP of FL260, and therefore if the FCU altitude is set to anything equal to, or lower than this constraint, it is irrelevant as far as the target altitude displayed below the speed tape is concerned. It should display FL260 in magenta. Thus the level-off arrow should also indicate the point on the ND at which the aircraft will reach FL260 and not FL240, this also should be in magenta. The FMA is incorrect here as well, it should be ALT in magenta not cyan, relating to the FL260 constraint, not the FL240 FCU selected. Of course, this is when the aircraft in in managed DES as it is. The behaviour shown on the screen would be correct for OP DES but not for DES, which is the mode the aircraft is in. https://i.postimg.cc/k5xDpzbq/Shouls-be-contraint-in-magenta-and-magenta-arrow.png 11. Cabin Vertical Speed Behaviour Incorrect in Cruise Cabin vertical speed remains at approximately +50 ft/min throughout cruise while cabin altitude remains stable. Minor short-duration fluctuations are expected occasionally, but cabin V/S should remain near 0 ft/min for the vast majority of cruise conditions. This one is hard to get a screenshot of as it is just a snapshot, or a video, as I cannot video the whole cruise for hours and hours. Sometimes it does this sometimes it doesn’t, but there are many flights I have had where the cabin VS stays at +50 the whole flight without changing the cabin altitude as described above. I am sorry I don’t have a video for this, as you can see I have spent a long time getting other evidence, I am not doing this to make up bugs that don’t exist, it really does happen. 12. HUD VS does not match PFD and FPV is not accurate The vertical speed indication displayed on the HUD does not always match the V/S indication shown on the PFD. This can be seen on the screenshot linked below. https://i.postimg.cc/LsqRQ6xY/HUD-PFD-VS-mismatch.png The FPV also does not actually indicate where the aircraft is going, i.e. if you place the FPV on the touchdown markers and keep it perfectly there during the approach, the aircraft actually ends up somewhere else entirely. Overall, the F-PLN page and PERF pages relating to vertical navigation are still quite poorly implemented, there are a multitude of bugs as can be seen above. To summarise: (i) The F-PLN altitude and speed predictions don’t seem to be being calculated properly on descent, it’s as if the predictions just show the ideal managed path, but then do not recalculate based on deviations from this as they should. But somehow the ND manages to do this, by displaying the amber circles around constraint waypoints. (ii) There are also discrepancies between the F-PLN page and the PERF pages when it comes to what the managed target speed should be in any given phase of flight. Flight Model 1. Fly-By-Wire Roll Behaviour Requires Refinement FBW roll behaviour does not appear consistent with expected Airbus handling characteristics. When using sidestick roll input to establish a bank angle and then releasing the stick, the aircraft may alter the established bank angle unexpectedly. The aircraft should instead maintain the commanded bank angle within protection limits after sidestick release. For example, setting a bank angle of 20 degrees, the aircraft will slowly roll back towards wings level instead of maintaining the bank angle. Additionally, after roll inputs, the aircraft can briefly snap back in the opposite direction when the sidestick is released. You can see in the video linked below, that when I roll the aircraft and then release the sidestick, the aircraft snaps back in the opposite direction. https://www.youtube.com/watch?v=55H7GsYv54Y 2. TO Pitch The aircraft lifts off from the runway at far too shallow a pitch. As can be seen in the video below, the aircraft lifts off at about 5 degrees of pitch, whereas it should be more like 10 degrees, so it really is lifting off significantly too early in the rotation. https://www.youtube.com/watch?v=j3pOCrMMTjg You can see the excerpt from the Flight Crew Techniques Manual saying that lift-off should occur at about 10 degrees here. https://i.postimg.cc/2jxpwZCt/fctm.png Again, many thanks for you work on the aircraft, I really hope you can fix these and also apply the ones that the A340 shares to that, and doubtless this A380 will have the same issues, so please apply them to that too. Best.
