Systems

This one is showing F when everything else is shoving Celius, i dont know if its right or wrong.

With the FD switches off, pressing the toga button on the yoke results in command bars. this is not permissible since the FD switch provides power to the the FD system. FD system fails to retract at specified radio altimeter points

TWA 7.04.01 The AP remains engaged regardless of control input

I'm excited for the 1011. I noticed a couple issues not yet mentioned in other threads. When initially powering the aircraft on the INS MSU the BAT annunciator is illuminated. The light is only illuminated when the INS internal batteries are in use powering the INS system. During normal operation this ight would only be triggered by a loss of AC power to the unit. The BAT lights turn off when AC power is applied to the aircraft ECS With APU Bleed Shutoff closed, Pack flow shows 900CFM. With Shutoff open and pack flow control valves open the needle jumps from 1300 cfm to over 3000 cfm Is it intended that the APU is capable of a triple engine sta…

Hi, loving this rendition of the Tristar so far! One thing I've noticed though is that the rudder can be moved with no hydraulic power at all, which is incorrect.

Hi, I'm having a short flight, and in the middle of the flight, the flight instruments just "quit" working (with warning flags covering readings of the instruments). I have seen this issue occurring in the beginning of the flight as well during instrument set-up.

According to L1011 CBT: "The fuel supply for the APU is taken by a taping in the #2 Engine Feed Pipe downstream of the Engine #2 Tank Valve. Because of this, if the Engine #2 tank valve is closed, the APU will be inoperative" However, I found its possible to start the APU without the tank 2 switch latched in. Hope this helps. Cheers, Joshua757

Great airplane. Its my current top airliner to fly! Thank you Inibuilds for developing this classic trijet. Not sure if anyone else is experiencing this issue, but as the title suggests, my GPS randomly resets during normal flight ops. I can only use INS as a reliable source for navigation. When the GPS resets, all the settings and positions remain, but its rather annoying that I have to keep pressing "ENT" to get to the map view of in the GPS.

Think I've found an issue regarding APU logic, I can't seem to get it to shutdown. Used the virtual FE to start it, but hitting stop never seemed to work. My friend started his APU manually and was able to shut it off. Currently in flight, still won't shut down.

HI iv had a lot of issues with the INS losing its track. iv tried loading the waypoints from the PFB to see if that sorts the issue but it still happens. it happens at different times in flight sometimes happens stright away, sometimes can be 5 hours into the flight. All three lose track at different times aswel but i dont know of to tell the autopilot to track off INS 2 with it happens. the INS controls still work all lights light up when i set it the dail to test but i cant enter any new coordinates and the hold button doesnt work so cant reset the position any help would be greatful. samimage.png

as the title says, engine #2 shuts down when tanks 2l/r are close to empty (<0.2t) even when crossfeed valves are open, turning off tank 2 fuel pumps seems to somewhat mitigate the issue

The PMS seems to give a climb EPR that is much higher than the maximum climb EPR from the table on the FEs desk. In this example I am at FL260, with a TAT of 3 degrees. According to the maximum climb chart this should give me an EPR of around .640, however the PMS gives me a climb EPR of .716.

After engines start, they always shut down when the throttles are moved to iddle position. I'm using a Saitek gear. No conflicts in the throtttles axes. Mixture and propeller settings deleted.

Thanks for a great plane! Here a few items from an ex 1011 AME: 1) Flowbars only light up when there is actual flow not because the switch is latched 2) Autopilot cannot fly an approach and landing 3) Auto thrust does not change from TM to AT upon altitude capture and there is no way to set a Mach speed target in cruse flight. Mach target does work on descent. 4) APU always starts in "Max" mode. IRL the APU start in min mode and can be switched to normal. Max mode is spring loaded and must be held. the APU goes to max mode automatically upon opening of a start valve. 5) Overhead panel should indicate "fail" on all PFC and auto switched when hydrau…

With my Moza yoke when using buttons on the yoke to engage and disengage autopilot when pressing button on the yoke I mapped with Autopilot engage autopilot switch goes to command position on FGP and modes are selected but the plane does not follow autopilot commands. Using the mouse to move autopilot switch to command and off autopilot works fine. it does not seem to like the inputs from the moza yoke.

The FAQ reads: To start a descend, the operator should follow the next procedure: Select the desired altitude on the glareshield panel On the PMS go to the CRUISE page and update the ALT value to this new altitude and press insert Press VNAV mode and check ATS and TM are engaged too And at the bottom of the FAQ, an Important Notes for Descent: To initiate a correctly computed descent profile, you must keep the cruise ALT value unchanged (the value entered on the CLB or CRZ page). The PMS calculates the required descent altitude difference (and therefore the TOD/BOD distances and required VS) based exclusively on the difference between cruise …

See attached screenshots. Clicked the center of the knob on the weight totalizer on the FE panel, and the panel should read 337.2k lbs but it reads "152.9" which is roughly 337,200 lbs converted to kgs.

No matter what you set on the CABIN PRESSURE CONTROL panel the pressurization system will always pressurize the cabin to a cabin altitude of 0ft until reaching the maximum delta P. At that point the cabin will start climbing rapidly (needle maxed out) and maintain maximum delta P instead of slowly climbing to the cabin altitude set on the pressurization controller.

The LTN makes automatic track changes when approaching the inbound waypoint even with the AUTO/MAN/RMT switch in MAN.

The generator breaker flow bars will sometimes randomly extinghuish during flight.

Several functions of the PMS are missing, including the CLIMB SELECT, CRUISE SELECT, HOLDING SELECT, DESCENT SELECT, STEP DATA and DES BOD OPT pages.

When selecting the RADIO/INS switch to INS the HSI correctly switches to display true compass information instead of magnetic compass information, however the MAG/TRUE flag does not switch to TRUE and instead continues to show MAG.

I tried to appear in the sky and it appears descended, and when the plane breaks down due to excessive speed, it also appears off when it reappears.

Why is this happening? seems to draw the route line wrong?

I am unable to enter fuel quantities higher than 159 900 LBS in the PMS even though the maximum fuel quantity is around 213 600 LBS. Entering anything higher than 159 900 LBS (1599 in the PMS) gives an ERROR. I have the units set to imperial in the PFP.