Genista

Appreciate the support guys. Cheers and thanks for bringing this aircraft to the sim.

Was just hoping to find documentation that proves this, as it is quite a surprising design choice. Anyways. Thanks for the help ! Btw your document above states that after liftoff, PMS should switch to CLB page. I don't believe our tristar does that in the sim yet.

Hello all, Could you create a FAQ page to list the keybinds that works on the Tristar? Fir example I am unable to find which one works for AP disconnection. I also understand that the spoiler arm bind works differently from other aircraft. Would be nice to have a FAQ clarifying all that. Thanks !

As the title says - those switches don't seem to work at all.

Much clearer thanks. But it still doesn't indicate that engagement CWS or CMD is a requirement for it to work ! VNAV/IAS/MACH all work in conjunction with FD, regardless if CWS or CMD is engaged. Or to rephrase. PMS can feed FD with VNAV pitch commands. Even without CWS or CMD engage. Why would TM needs it ? (not trying to be pedantic, I just have never seen that design before and that makes me curious)

Hello all, I am having trouble with the cabin annoucements. Sometimes I will hear one or the other but it seems a bit random. What are the triggers for all the FA annoucements, to make sure I hear them all ?

Thank you very much for sharing. However that document does not explicitly say that TM (as you claim) would not work unless CWS/CMD is engaged; instead it just gives you the normal procedure to get the full engagement of PMS VNAV functions. Which, obviously, needs CMD on since those functions need pitch slaving too. Not exactly the same thing! Since AoA mode is able to command your throttles without any AP mode engaged, I am really curious why, from a systems perspective, TM would need CWS or CMD. In every other aircraft I know, including old designs like our tristar (I have DC9 and Concorde in mind), they live separately. Pitch/Yaw(YD)/Roll autopilot actuators can be engaged or not (on those other aircraft) but it won't affect what the A/T is doing because is it a different set of wiring, power supply etc.

Hello. With a fully configured PMS and all that; If I press TM mode but autopilot is OFF, it will command 000 EPR and retard the throttles. Is it by design/ on purpose ?

same here, in 1.0.2. ILS or LOC will not engage. Not flying in VR.

Yep to both. GMT and weight updated right before TO. If I engage TM with AP off: With AP ON:

Hello, Still the case as of 1.0.2. IAS mode is very lazy and in general will be 20KIAS too slow

(1.02) Seeing the same here. All the PMS data is filled and yet it shows 000 and retards throttles as soon as I try to engage TM after TO. Until I engage AP - then, TM goes to climb EPR instead of 000.

Hello, To increase immersion, I was wondering if we could have an "auto" mode where flight engineer autocomplete checklists are automatically started after a set of user actions. For example here are some ideas: Engine Start: park brake OFF+Beacon light ON+5 seconds After Start: All 3x engines running + 20 seconds Line Up: Strobe lights + LDG lights on Climb: RA above 1500ft AGL Descent: within 150nm of destination, negative V/S, and selected ALT lower than current

Hello, At the moment the Paper Flight Bag and the perf card are emitting light, like a tablet would. Barely noticeable by day but looks out of place by night. See the difference between the "flaps 33" table chart (blends naturally with cockpit lightning) and the landing speed card (weirdly bright) below: Could this emissive light be disabled ? And instead we rely on the beautiful night lightning of this addon to read the PFB and card ?

Yep, even beyond the control units, the sensor used to capture the values themselves have their own inaccuracies, so you never have exactly the same value between same systems:

Oil Delta-T (temperature difference between oil coming out and oil coming into the engine from the heat exchanger) is mirrored on both engines. In this picture, only engine 1 is running, so the delta T of engine 2 should be 0. Thanks,

For point 2, I think we have the same, reported here:

Reactivity is nice and appreciated. Such a buggy build should not have been pushed in the first place though. I wonder if ini could consider opening an "experimental" channel to separate stable, "playable" builds (like 1.03 was) from the ones lacking test (like 1.04).

Hello, Despite what the changelog says, the bug reported below is still happening: Had it just now while taking off from EFHK 22R. Bump was hit a 133kts, way below VR

Hey Nico, no problems, this is fully understandable. Maybe a written clarification of what exactly does this option do would help then ? Maybe a note saying "we recommend leaving this setting "off" if you use a separate tiller axis" or something along those lines ?

Hey, many thanks for your input. Putting that option to OFF indeed appeared to solve the issue on take-off ! @devs: If this is intended behavior maybe it should be OFF by default (?)

Already reported here (I think it's the same issue ?) -> Staff said they'll take a look, fingers crossed !

Hey all, Regarding the Cold & Dark panel state, I have the following questions/remarks: 1/ Shouldn't the Passenger Oxygen P/B be on "OFF" by default ? 2/ Shouldn't the display dimmers be set at "zero" by default ? (SOP for CRT displays in order to improve their life expectancy)

Firstly, I apologize for re-opening this topic, but the initial thread got closed with my claim dismissed without leaving me the opportunity to clarify so, here we are. Initial post: What I would like to add following Nico's feedback: 1/ Regarding initial post My report concerns in-flight/hi power settings behavior (climb/cruise), I agree that on ground the impact is visible. See below screeshots, notice how the N1/N2/EGT... remain identical. 2/ Regarding N1 effect on ground: - I need to check more papers on the CF6 version - but on the PW, you have a modulating idle concept where the idle setting increases to match the bleed pressure demand. Bleed pressure demand increases with air conditioning load, and anti-ice systems. See FCOM Chap. 1.17.20 - In case the N1 remains the same, you should still see a change in EGT, FF and N2 (because you are taking power from the engine). 3/ Regarding in-flight effects - FCOM Chap. 1.13.30 mentions (on PW at least) a decrease of Thrust Limit relative to bleed load. - For the same reasons stated above and in original thread, increasing bleed load (by the use of anti-ice, or running both packs from the same engine etc) should have a visible impact on EGT/N2/FF/N1. You are taking power from the engine, the power you take is power that won't be used to spin the turbines. Your efficiency decreases, at a given fuel flow, you will have a lower N1 and higher EGT. And a lower N1 will reduce your thrust (and therefore impact climb rate). Note: Only FCOM references are posted in order not to post copyrighted material publicly, more details can be provided by PM. Hopefully it is clearer this time. Cheers,

During Climb/Cruise, switching anti-ice ON or OFF does not change the engine parameters - while it should. When turning ON A/I, either N1 should decrease, or N1 remains the same but FF, N2, EGT all increase to maintain the target N1 and compensate the power taken by bleed air.