Systems

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.

anybody else having issues with the cabin not climbing? i've it in auto or manual nothing i do can get it to climb and just have the cabin horn screaming at me the whole flight! even after i had landed i want to cold and dark panel state and the horn was still screaming at me! what am i missing here ? should that not be configured when the flight engineer does the climb check ?

On all cold and dark starts, these buttons start latched. They should not. Pilot and FO Window heats, even when unlatched, do NOT turn off. They should.

With proper ILS frequency and course put in and the HSI source set to radio, as soon as the localizer is picked up, the HSI course needle turns 30 ish degrees left and the plane just flies right on through the localizer. The course remains correctly set on the MCP. I may be doing something wrong here. (I suspect I am)

The test button for the brake heat on on the Engineer console shows a working indicator, but the brakes do not show any heat buildup even after landing.

Even when the hydraulics are not online, all the overhead systems show OK. They should not. Many should show faults until hydraulics come online.

The button is modelled and can be pressed, but it has no impact on the fuel used counters.

As stated in the title. After a 5 hour long flight, the stated INS position exactly matched the stand coordinates on the chart.