Systems

I have found on relatively short flights with low gross weight the autopilot is not able to stabilize at 320 kts in climb above 10,000 ft in VNAV. I get oscillations between 1000-6000 fpm as it tries to maintain 320 kts and the speed sometimes drops to 300 kts. The EPR climb setting was pretty high, >.700.

Assumption: If my understanding is correct I should be able to use the TriStar AP with TM+VNAV modes engaged shortly after takeoff, so say for example by 2000ft, I should be able to engage both TM+VNAV and that should allow the aircraft to climb to the set target altitude at IAS250 <10000ft and IAS320>10000ft. The takeoff, climb pages in the PMS should set the correct EPR into TM system target for each phase of flight. I am seeing several issues with TM+VNAV on stepped climbs <10000ft including - 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 v…

No matter what i do (Starting from cold and dark, starting on a runway, starting on a runway and manually selecting the ready for takeoff panel state), the throttle is limited to ~80% max, i have tried reinstalling the aircraft and streaming it , i have disconnected my stick, throttle and rudder before flying without success, the rudder indicator is also not working. am i missing something? before leaving the ground everything works fine. This is the max position of the throttle after lift off.

Greetings. 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

The NAV1 DME switch on pilot side when switched to 'normal' enables NAV1 & NAV2 DME on pilot side 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?

Hello all 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

Hello all. 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 assigned a button on my joystick to ‘Autopilot off’, ‘Set autopilot disengage’ and ‘toggle disengage autopilot’ but none are able to activate the autopilot disengage button on the yoke. Having to grab your mouse, look down and find the button on the yoke is annoying especially on busy and fast approaches.

Hi there, if I selected the INS+GPS option in the PFB, if I just modify my GPS approaach will the auto pilot using the INS button follow the GPS approach procedure?

I try to avoid "X is broken" type reports as I know they're of limited utility unless it's something obvious, but I'm not sure what context would be helpful here. 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: The autopilot is inconsistent with regards to maximum bank angle and turning rate: 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. …

Our L1011-500 seems to be cruising at a pitch of roughly 5 degrees. I was under the impression that it was supposed to be around 3.3 degrees. If so, it looks like the model needs a slight adjustment.

After heavy braking action, The brake temps gauges don't have any temp read out. They do register a high temp under test.

Perhaps this is a quirk of the real jet, but I doubt it. I have noticed that if I am flying manually with FDs on and I command a certain vertical speed, if the aircraft has drifted away from that vertical speed when you turn the autopilot the vertical speed target switches to the aircraft's current vertical speed and you have to re-command the prior target. For an extreme example, say I have 2000 fpm commanded in the window but am doing 1000 fpm, when I turn the autopilot on the target immediately switches to 1000 fpm. Happy to capture a video of the behavior if needed.

Coming back to the INS drift simulation, I just completed a 9-hour flight from Sao Paulo to Lisbon. On purpose I did not perform any position update procedures during the whole flight. After parking on Position 801 in Lisbon, I performed the INS post-flight drift check by entering the parking spot in waypoint 1, activating track change 0 --> 1 and switching the INS Mode to DIS/TIME/ Actual position LPPT Stand 801 coordinates --> Track change 0 to 1. 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…

The T.O.PERF sheet in the PFB has a 500,000lb limit on the TOGW even though this should be able to go up to the MTOW of 510,000lbs.

Whenever I wish to check if my flight controls are working, Pitch and Rudder indicators are INOP. only the Ailerons controlling Roll work.

I cant find a tutorial to use the remote function on the INS now that 1.05 has released. Will there be an updated manual that will cover this in the future? If anyone has a guide in the meantime, It would be appreciated! Also, does the AP only take INS date from INS1? Cheers!

People are reporting that in 1.05 the INS doesn't drift. In fact, it does. HOWEVER, upon entering any new waypoints, the INS POS is magically corrected to the aircraft actual position. See how all 3 INS units, with POS mode selected, initially show different positions after arrival at the gate, but then, upon entering the correct position into WPT 1, the position values all update magically.

I'm seeing engine VIB numbers of 1.8+ during normal cruise. Having watched a few videos from the late 90s, it looks like the engines normally sat in the 0.6 range in the cruise. Did my aggressive autothrust actually damage my engines when it hit .798 EPR in the climb, or is this a bug?

This one falls into the category where I'm not SURE it's wrong, but it feels off. 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?

As per the title: certain PMS pages are meant to auto-display during changes to the phase of flight. They do not, and must be manually selected. Additionally, the Landing page has a field for the Vth with --- shown. It cannot be selected and entered.

Unlike during position and waypoint entry, beginning to enter coordinates when in HOLD mode on the INS does NOT cause "insert" to illuminate. 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.

Hey guys, 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.

I'm quite sure you could be able to get the test pattern on the weather RADAR display. Not so anymore in 1.0.5. In all; No test pattern or TEST indication on screen Weather tilt manipulation does not change displayed value of U 3.0 Pressing one mode control button should de-select the previous selection (i.e. Pressing WX while WX+T is pressed, de-presses WX+T) WX+T mode only displays WX on screen. Same as WX mode. (Logical but unverified)

In 1.05, all fuel pumps initially show their flow bars after power up. However, once ANY pump is selected, the others immediately switch to OFF. It appears that they are initialising in the wrong visual state, but the pumps are actually off. I'll try to capture a video of this occurring.