I am seeing several issues with TM+VNAV on stepped climbs <10000ft including -

1. TM with IAS250 does not hold airspeed at 250kts or perhaps it just gets there VERY slowly. It frequently overshoots to 300kts! (v1.0.5 release), and 270kts on previous versions

2. IAS250/3230 does not work properly if there is a step climb below 10000 ft. So say I level off at 6000ft first before climbing further, I then dial in new target alt and hit VNAV, the aircraft will not climb at all.

3. To get out of this stuck mode requires toggling AT modes so moving TM->AT->TM then the PMS suddenly sets the correct EPR for climbing with.

4. After encountering #2, when I get past 10000ft, IAS320 will struggle to achieve 320kts as the PMS unit does not set the correct climb EPR into the TM system, so the aircraft climbs at a low +500ft/min climb rate instead

So the PMS+TM+VNAV seems bugged when climbing with steps, and it's all down to the correct EPR not being set when it should be.

If I use AT mode to hold an IAS of 250kts instead the aircraft behaves normally. If I engage TM after using AT to climb above 10000ft then TM EPR is set and works correctly.

So to me there is some bug with TM+VNAV when doing stepped climbs below 10000ft. It just isn't working, and hasn't been since release.

This is the max position of the throttle after lift off.

Was wondering if there was a list Vars and Events to enable my hardware to control the L-1011? Looking for the inc/dec AFCS Alt knob in particular.

Thank you in advance. 

John  

Similarly NAV2 DME switch on copilot side when switched to 'normal' enables NAV1 & NAV2 DME on copilot side

On other aircraft I have flown and what I'd expect is

NAV1 DME switch on pilot side when switched to 'normal' enables NAV1 DME on pilot side & NAV1 DME on copilot side

NAV2 DME switch on copilot side when switched to 'normal' enables NAV2 DME on pilot side & NAV2 DME on copilot side

Anyone else find this to be the case?

On recent flight the INS managed to bork itself so attempted to revert to VOR. I changed the switch on the captains side cockpit from INS to radio but while it seemed the HSI needle was tracking the station, the DME itself was frozen on 12.5. The DMEs on the RMIs did seem to track. Had DME set to on with the nav radio (both nav 1+2). Scoured the manual just to confirm it wasn’t user error but couldn’t find anything I might have missed. Hopefully someone else knows where I screwed up. As mentioned this is on 1.0.5

I have tried a flight from EGLL-EGPD.

I can't for the life of me get the ILS to capture. I have set it to its freq of 109.9. I tried 3 times on 3 missed approaches and I just gave up. I have no idea whats happening. I am at 2500ft which is needed for the 16/34 ILS.

I was set to RADIO instead of INS.

What's weird was at last night it WAS working and I did a great landing there at PD. https://touchdownfx.com/landing/69f5568e280b9db448b3c597 and the ILS worked fine.

I have continued to notice that the autopilot struggles in situations that it very much should be able to cope with. I have observed the following:

1. The autopilot is inconsistent with regards to maximum bank angle and turning rate:

   1. When high and fast it sometimes behaves the way I'd expect it to when low and slow -- faster banks to more aggressive bank angles -- but at other times it's the opposite and it will lurch suddenly to the maximum bank angle when high and fast and whip around when changing heading, etc. I assume the actual TriStar autopilot had logic built in to make inputs less drastic at cruise altitude but it seems like if they're represented in your autopilot that they're getting mixed up in different regimes.

   2. When intercepting VOR radials or a Localizer/ILS at 30 degrees or less, the autopilot almost always struggles to begin the turn soon enough and turns too slowly to intercept without overshooting. I am not aware of any TriStar quirks that would make this be the case but I am always willing to learn.

2. The autopilot continues to struggle with maintaining course in a crosswind both when tracking VORs and tracking the INS. I am not even talking about significant crosswinds like a 100+ knot wind at a 90 degree angle, even something modest like a quartering tailwind at around 35 knots it will struggle to track the radial.

3. If intercepting a VOR/LOC/ILS radial in heading mode, when the HSI shows even a half dot deflection and you switch to the VOR/LOC/ILS mode, the autopilot will often quickly bank "away" to intercept the radial more aggressively as if you were farther away, and then immediately but more gradually banks back to turn into the radial to track it, resulting in an overshoot.

Happy to capture a video of the behavior if needed.

1. Actual position

2. LPPT Stand 801 coordinates --> Track change 0 to 1.

3. Distance offset for both INS 1 and 2 showing 0.0 nautical miles.

As you can see, at least for INS's 1 and 2 the net INS Drift over 9 hours of operation was 0.0 nautical miles. Which clearly indicates the INS Drift is still not there. p.s. Yes, INS Drift was enabled. I also flew with a buddy who flew out of Rio to Lisbon. Same result. No INS Drift.

If anyone has a guide in the meantime, It would be appreciated!

Also, does the AP only take INS date from INS1?

Cheers!

Did my aggressive autothrust actually damage my engines when it hit .798 EPR in the climb, or is this a bug?

During the climb, I selected INS nav, VNAV for pitch, and engaged the autopilot. I then selected TM mode for the autothrottle, and it began a very rapid climb and increased the EPR to nearly .798 even though the EPR card suggested the climb should be in the .585 range intially. That seems VERY aggressive, and even exceeds the takeoff thrust EPR of .642 for the flight.

Does that seem right?

Additionally, the Landing page has a field for the Vth with --- shown. It cannot be selected and entered.

Also, after entering coordinates for latitude and pressing insert anyway, the value reverts to the previous position UNTIL longitude is also inserted. Then the position updates.

I do not have any evidence of what should happen here, but that feels inconsistent with other modes of operation, and therefore potentially wrong.

Since v1.0.5 it seems that the rudder and stab positions have been stuck at L30/full down respectively and do not seem to be responding to control inputs; only the ailerons and spoilers' position indicators seem to be working at the moment. I don't believe this issue was present in v1.0.4. For reference, the screenshot attached was taken at cruise flight.

In all;

1. No test pattern or TEST indication on screen

2. Weather tilt manipulation does not change displayed value of U 3.0

3. Pressing one mode control button should de-select the previous selection (i.e. Pressing WX while WX+T is pressed, de-presses WX+T)

4. WX+T mode only displays WX on screen. Same as WX mode. (Logical but unverified)

I'll try to capture a video of this occurring.