Units are set to LBS

Total FOB showing pounds correctly, but individual tank quantities appear to show KGs. (Does not add up to total)

Huge fan of what you’ve built bringing Airbuses into MSFS! I did want to mention a bug I’ve noticed regarding Flaps behavior on everything from the A320 to the A380.

I’ve seen this issue since the A350 in MSFS20, and it’s still happening in MSFS24 on the A350 and A380 (I usually depart using Config 2 on IniBuilds jets). See the picture below:

Whenever you set Config 1, the plane defaults to Config 1+F instead of standard Config 1. During heavy takeoffs or direct Config 1 departures, this drives S-speed way past flap retraction speed and right up against VFE. It happens on approach/landing too. Looking at the FCOM snippets for ARS and AES below:

• Picture 1: Automatic Retraction System (ARS) ===>

• Picture 2: Automatic Extension System (AES) ========>>

It mentions 'When Needed', so when is 'when needed' actually supposed to apply? For this context, we refer back to A320 FCOM:

=> =>

Looking at the green highlights and diagrams, 100 knots is basically the boundary. During acceleration at acceleration altitude, Config 1 behaves in two ways:

1. Taking off in Config 1 engages 1+F, which ARS then retracts to pure Config 1 as speed approaches VFE. OR

2. Taking off in Config 2 or 3 and retracting to Config 1 sets standard Config 1 right away (not 1+F) because ARS sees speed is already above 100 knots.

So how do you actually get 1+F in-flight after Takeoff, Holding and Approach? It requires two things:

1. Selected or constrained speed is below VFE, AND

2. You recycle the flap lever from Flaps 1 to 2 and back to 1.

This applies across the entire Airbus family, all the way from the A318 to the A380. Getting this flap logic simulated accurately would make flying these jets in MSFS so much more realistic and enjoyable!

Thank you for your attention, guys. Cheers 🍻

HaveASafeFlight!!

is anyone experiencing extremely slow and sluggish moving map on both efb and ois?

I didn’t have the issue on a flight I did yesterday but today I experienced the issue for the first time.

Many thanks in advance!

Reza Behrooz

When simulating L UPPER AVNCS smoke, the OVHD panel SMOKE red indication on the AVNCS button, extinguishes after all AC electrical buses are powered off (i.e. Engines and APU for an emergency evacuation). Although this SMOKE indication is dependent on DC Electrical feed. On Battery power the DC ESS BUS ensures the avionics smoke detectors remain powered and active. Also the essential CIDS/SDF channel is tied to the essential DC power backed by the battery network to maintain critical smoke detection during emergency configs. So the discrete red SMOKE legend inside the AVNCS SMOKE pushbutton is driven by the active detection loop/FWS output. Because of this circuit is hosted on the ESS DC the light stays energized. This helps the crew see if the condition persists after shutting down engines on the ground.

Hope this helps.

Kind regards,

Luis B.

After updating the A380 to version 1.0.3, I have a problem where the OIT display no longer works.

As a result, I no longer have access to the performance tool, since it is located there rather than in the EFB.

best regards

Benjamin

Preliminary loadsheet received, crew calculates fuel figures needed via the ofp/tablet and shares with engineer. Relevant figures entered in the FMS (ZFW, ZFWCG and Pax Numbers). Pax numbers needed to configure the air-condition system.

The FQMS page on the OIT should now show the crew trim tank fuel needed. Target is 39.5. Normally trips requiring more than 47 tonns will require trim tank fuel to be loaded.

If not available, crew will use the loadsheet application (not simulated) to determine the trim tank fuel quantity. If fuel still not balanced to company or crew satisfaction, crew will use the Auto Ground Transfer to reach the optimum CG of 39.5.

About 600 KG per minute for the transfer. Crew then sends the final fuel figures with the correct trim tank fuel quantity to load control. Fuel SG is needed ( normally given by the ground engineer).

A final loadsheet is then generated and received. GWCG will be entered in the FMS and a final loadsheet confirmation will take place (ECAM GWCG and Loadsheet GWCG should be within 1%), followed by crosscheck with avionics on the TOPA page. Finally a loadsheet acceptance will be sent to the company via the OIT with a subsequent received message from the company.

An accurate loadsheet is a vital part of the operation. For an accurate loadsheet confirmation to take place, the trim tank fuel quantity is needed. Unfortunately, Trim tank fuel quantity is not currently listed on the loadsheet.

Secondly, Final loadsheet should not be sent to the aircraft without fuel figures sent from the flight crew via the OIT. A380 is a slightly complicated aircraft in terms of loading.

I suggest you perhaps add "Realistic Mode" and "Fly Mode" to the simulation for the loading section. Realistic being full OIT/FQMS and Loadsheet simulation. Fly Mode, being automated fuel and loadsheet simulation without much pilot intervention.

Just some minor points.

Just purchased the xbox variant of the inibuilds a380 airliner. Is it normal for the jetways to not be connected

Could you consider adding DCLB 1 & 2 for the RR engines, along with any other options available on the real A380?

Currently, these options are only available for the EA engines, whereas the real A380 equipped with RR Trent 970 engines also has them.

As an example, on a British Airways flight operated by aircraft registration G-XLEA, fitted with RR Trent 970 engines, the pilot can be heard calling, “Thrust, DCLB 2, Climb Autothrust”.

I'll attach the video with the exact timing of the callout for reference.

Loving the A380. This is a very polished product that you all should be very proud of! I'm really happy with the hand flying, she feels heavy and the flight dynamics feel really awesome.

I have noted several bugs over the last month of flying - some of which I'm not sure if it's just related to the systems of A380 that is different. This list is current as of V1.0.4 - I've just done a full test flight with it.

1) VSD

• During climb phase the selected altitude (eg. initial departure altitude) only becomes part of the VSD level of indication after the plane goes into ALT* mode near capture, rather than during climb phase itself

• During approach, the ground level where the runway is should not move - i.e. should be pinned to the bottom. At the moment the ground rises to the middle level of the VSD, and the altitude scale will go into -1000 to -2000 feet on the vertical scale on the left hand side. On the real plane I believe the aircraft symbol moves down the scale to meet the ground

2) Approach phase active / Decel point - appears to be very late during approach. Most of the times I will need to activate it manually on the APPR page, especially if there is a change in waypoint sequence/short cut using DIR TO

3) LANDING ELEVN on the CRUISE ECAM - this appears to have carried on from the A350... Should be rounded to the nearest 50ft, at the moment it is rounded up by 50ft... e.g. NZCH runway 20 elevation is 93ft on the chart, the ECAM currently shows 150ft, correct ECAM should show 100ft

4) HYD ELEC PUMP - should be showing on ECAM during opening/closing of cargo doors with associated HYDRAULIC page indications of electric pump being active

5) SPEED BRAKE EXT indication on ECAM - does this show on the A380? I'm not sure regarding real life on this

Thanks for taking a look at this.

Cheers,

Chen

"Adjust Desired Track Or heading" should show up on the FMS whenever doing Course Intercept on approach. Pull heading is the correct action, removes "adjust desired track or heading message". Course intercept for approach is currently bugged/incorrect. Needs to be revisited by your programmers.

Minor stuff.

Thanks for any clarification.

I was attempting to replicate the SBAS approach into LBBG onto runway 22 and noticed that the aircraft had resorted to FLS guidance rather than SLS. I have checked that I am using a Batch 7 fitted aircraft and set up the approach correctly.

The approach shows up in the MCDU and with the correct EGNOS frequency

Extract taken from https://safetyfirst.airbus.com/lets-use-xls/

After updating to A380 v1.0.3 on MSFS2024 SU7, I noticed an issue with the ILS display. When flying into KDFW runway 18R, the aircraft correctly follows the glide slope with AP1+AP2 engaged, and the system shows LAND 3 DUAL BARO. However, the glide slope diamond does not appear on the PFD, even though the aircraft is descending along the correct path.

Before the 1.0.3 update, the glide slope indicator displayed normally. Now, only the backup instruments show the glide slope, while the PFD remains blank.

Steps I followed:

- NAV1/NAV2 tuned to 110.95, course 183°

- LS button pressed

- AP1 + AP2 engaged

- Aircraft captures LOC and follows glide slope correctly

Could you please confirm if this is a known issue, or if there is a workaround?

Thank you!

So I am asking, has there been any updates on this matter? We would like to fly the A380 again but at this current time we cannot due to this “fatal error”.

I have been testing the A380 across various gross weights on both v1.0.0 and v1.0.1 (streamed and downloaded versions) and both RR and EA Versions. I’m experiencing consistent pitch and rate-of-descent issues specifically during Flaps 3 landings with All Engines Operating (AEO), occurring on both manual and automatic approaches (single or dual AP).

Observed Behavior:

1. Pitch Oscillation (Flaps 3 AEO):

   • Passing 800 ft AGL: The aircraft begins oscillating ~0.5° (ANU/AND).

   • Passing 500 ft AGL: Oscillation increases to ~1.0°.

   • Passing 300 ft AGL: Oscillation worsens to ~2.0°–2.5°.

2. VSI/Pitch Discrepancy Below 1,000 ft:

   • Hand-flying (having Manual Approaches) below 1,000 ft at a constant 2.5° ANU initially gives a normal 700–800 fpm descent.

   • Upon passing 400 ft, without any pitch input change, the rate of descent unexpectedly spikes to 1,000–1,200 fpm (triggering GPWS sink rate alerts 😂).

   • Passing 250 ft, the VSI drops back to 900 fpm, and stabilizes back around 700–800 fpm below 100 ft—all while holding the exact same pitch attitude.

Note: This behavior does not occur in Flaps FULL under identical conditions (manual or autoland).

Could you please look into the pitch stability and ground effect/flight dynamics modeling for Flaps 3 approaches?

Many Thanks, Cheers!

~HaveASafeFlight!

I recently purchased the A380 Airliner, but i found that there is no terrain data. I have logged in Navigraph with unlimited subscription.

Regards,

Leo

I´m just doing a flight from LAX to ICN. Simbrief calculated a block fuel of 194T for a ETOW from 539T. The fuel burn seems more or less accurate / according to simbriefs calculation, so far at all waypoints the FOB was right where it should be.

However, on the FUEL&LOAD Page, the aircraft calculates a Trip Fuel of 484 Tonns, which is almost twice as much as the A380 can hold in total. This gives me the DEST EFOB Ecam message.

Since Korean Air does fly this route with the A380 and simbrief did calculate a managable flight plan, I wonder why the FMS has the Trip Fuel skyrocketing?

Thanks.

During deboarding with a cleared MCDU, the GW still shows and decreases.

The aircraft is now completely unusable. The OIS is also not responding and remains with the screen turned off all the time.

I have tested the aircraft at several different airports and under various conditions, but the aircraft’s panels and systems still do not work. The panels remain red and display the error message “WASM Module Fatal Error.”

This issue started after the v1.0.3 update. Before the update, everything was working normally.

Please investigate this issue, as the aircraft is currently unusable on Xbox.