Systems

This update, I noticed the Pitch trim seems to wonder back and forth and the airplane gently pitches up and down while the trim attempts to catch up. Overall autopilot with pitch (including vs) seems too sluggish…the constant pitching up and down is annoying for sure…may want to look into this . also, not sure why, but I was at 87k lbs of fuel (just under 50%) and empty pax/cargo…she feels very “draggy”…almost under powered. Airplane was cleaned up, no flaps, spoilers etc

While you are reworking the AP-FD modes and logic here is a mode matrix to validate with. Let me know if you need any additional docs. AP-FD_Modes_Matrix.pdf

Upon the "mains" touching the ground I notice the nose wheel abruptly making contact with the ground and cannot fly it or ease it on to the runway. Have tried the following: flaps 33° and min. brake flaps 33° and (0) zero or manual applying full back pressure column force on the yoke my hardware is: TM Boeing Yoke, HC Throttle, Saiteck Rudder, TM Airbus sidestick (Tiller, nosewheel streering)

the overhead panel decal emissive lights should stay on (like the breaker panel) when this breaker is pulled (this is actually quite important for me as I do not like the always active ambient floodlight)

In FL 340 and cruising I would like to switch to Mach instead of IAS. Switching from AT to MACH doenst work. Switching from TM to MACH neither works. Please see Video. Or did I something wrong? Mach.mp4

With the INS aligned but no waypoints entered the CDU will not display the aircraft current track, ground speed, True heading, or drift angle. That mode is not contingent on any leg information being entered. Thanks, Mike

Hi, Using the TCA Airbus Quadrant (Eng 1 + 2) I am unable to calibrate all three engines. SET IDLE and SET FULL appear to do nothing, and I end up with Thrust Reversers being deployed when the throttles are set to idle on 1 + 2, however also when in idle, Engine 3 is in reverse mode and I am unable to get it to sync with either Eng 1 or Eng 2 axis

The current speed cue on the FDAI is reversed. The yellow ring indicates the relationship between current speed (yellow ring) and commanded speed (center horizontal line) This can be seen in: Commanded speed is 313 knots with an indicated greater than 313, probably 315 or so based on the speed cue on the FDAI, each wide horizontal line indicates 5 knots. Next The Roll command director will disappear off scale when in heading mode and the commanded roll is maximum It appears the Roll commands a 30° bank angle But a standard rate turn in a transport category aircraft is a maximum command of 25 degrees. Thanks, …

Hello, I have an issue with the AP always causing the plane to roll rightwards regardless of the horizontal guidance mode selected. I am sure that the INS system is correctly set up as the distances/ times between way points decrease as the plane flies. I have both INS/Radio switches set to INS. The plane exhibits the same behaviour in Heading mode as well. I have tried flying with just 1 INS aligned and with all 3 aligned but still get the same issue. I have tried different variants/ liveries. 2026-04-07 18-47-12.mp4

Some external applications such as OnAir and FSEconomy may read the Wing tanks incorrectly. The wing tank positions are reversed by a fraction on the two wings which doesn't affect normal usage of the aircraft in any way but does break the external clients. When the old [FUEL] tank names are used to read [FUEL_SYSTEM] tanks over Simconnect they are converted by MSFS by lateral offset and are coming out wrong. The Tristar INBD and OUTBD tanks are at the same lateral offset by design but probably when converted from floating point to decimal for the flight_model.cfg you get a very long and almost random decimal fraction and the tanks have ended up being reve…

When operating in VOR Radio mode, I can not get the DME to display on the HSI. I can get the DME to display on the RMI's, but not on the HSI. Nav source is set to Radio. I do get the HSI VOR radial displaying correct, just not the DME. Tuned VOR does have DME, as it is displaying correct on the RMI. I read through the manual but I have not seen any thing that addresses this? Loving the Tristar!

all data is inserted functionally identical on both pms, but pms 2 does not show BOD (and by extention TOD) distance

Hello Team, whilst I feel that you‘ve done well on the visuals and sounds, the Autopilot/Flightguidance leaves a lot to be desired. Two of the most disruptive and most obvious shortcomings are: 1.) ALT CAP / HOLD is completely unreliable. The A/P busts the selected Altitude ( especially when it tries to capture the Altitude during turns ) by up to 700ft, which would be a significant LEVEL/ALT Bust in real life. Furthermore, what happens when Flaps are extended, the A/P will start to allow a climb from the selected and captured Altitude at a considerable rate, busting the selected Altitude again by up to 700ft. 2.) The fast/slow indicator on the ADI is …

am reporting a specific issue regarding the Pilot-side instrumentation and Autopilot 1 behavior while using the INS for navigation. Even though all three INS units are fully and correctly aligned, I am experiencing a freeze on the left-side HSI. While the bearing needle on the HSI still rotates to point toward the waypoint, the distance (DME) readout remains completely frozen and does not count down. TConsequently, when AP1 is engaged in INS mode, the aircraft fails to track the route and begins to fly in circles. The strange part is that the Co-Pilot's side (right) works perfectly fine. If I switch the flight to AP2, the aircraft immediately captures the track …

L1011/Standard/FDs ON, before engine start - Can't Set V2+70 / AOA. Pressing TOGA button on yoke locks out the speed setting knob when showing AOA. Initially the display shows IAS 100. If I change the speed (to say, 217) pressing TOGA button changes it to some seemingly random speed and, again, the knob is non functioning and it cannot be changed. What may I be doing wrong??

I have a flight sim setup with separate controls for the rudder and nosewheel steering tiller, and in the L1011, I've noticed that the nosewheel steering turns much too far with rudder pedal input. If the L1011 is anything like other simulated airliners I've experienced, in setups like mine, rudder input should cause the nosewheel to turn a maximum of roughly 10 degrees in either direction, and the nosewheel steering sensitivity should dampen to zero (or nearly so) at higher speeds to make it easier to control during takeoff and landing. Instead, it turns through almost its full range of motion when the aircraft is moving at slow speeds, and doesn't sufficiently dampen wh…

Unless this is modeled as wear and tear or something, I have noticed a discrepancy between the CA and FO airspeed indicators. The screenshots exceed max file size, so I will link the photos on imgur below. First photo is CA side, second FO, then both. Photos: https://imgur.com/a/L2786mo

Flying the L1011 in the climb, with the autopilot in VNAV mode and holding 320 knots indicated, the transition to Mach happens too early - the AP switches to a target of Mach 0.82 at around 25,000ft, when the indicated Mach is still 0.75 or so, which causes the plane to speed up and come very close to exceeding the "never-exceed" airspeed in trying to capture the Mach target. Had this happen twice now, and I've double-checked that everything seems to be configured correctly in the PMS. The correct behavior should be that the AP holds 320 knots until the indicated Mach is 0.82, then transitions to Mach at that point and maintains 0.82 until reaching cruise altitude. O…

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