Swagger897
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I attempted to map reverse to my bravo with spad but i had no luck. For now F2 is all that works. Might have to just map the button on the bravo to the keyboard F2 command.
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Just did a few circuits at KMCO testing this out. Lights out on spoiler handle = DLC observed in sim, lights on = no DLC. Spoilers did not deploy on either DLC being active or not. Spoilers still did not deploy when autobrake was manually disarmed, nor when brake pressure was 100%. Spoilers only deployed with reverse thrust using F2 keybind.
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Licensed A&P here. The only circumstance that would cause visible smoke/vapor to be seen before fuel flow is the engine was previously wet motored on a cool engine (fuel lever on, spar valves open, fuel dispersed through injectors, NO ignition). Residual fuel will pool in the exhaust and combustion chamber and on next start attempt, regardless of wet, dry motoring, will you see fuel vapor out the back. I have been meaning to create a bug report about this where the sims TGT is rapidly decreases back to ambient immediately after shutdown. There doesn't seem to be any residual heat in the engine where IRL combustion and turbine case sections, as well as the core of the engine beneath the cowlings, remain hot to the touch for several hours past shutdown. It's not uncommon for an aircraft to arrive to the gate at 9PM, have a boroscope inspection slated to be done and not be able to perform it until 1-2AM where combustion case temperatures have dropped below 50C. We have specialty tools where we can take jetbridge air and blast it into the exhaust to accelerate cooling, but only if we're located at the ramp still. I say this because if there were to be any residual fuel left in the cases, that fuel will evaporate very quickly, before the next engine start attempt no-doubt. The above video is a great representation of older style fuel system before the days of HMU's that more efficiently meter the fuel to the combustion cases. Modern day engines will produce near zero visible smoke on a standard day. You can view my video of an HMU change for a trent 7000 here where the preservation oils that burn off are about as close that you come to visible vapor. Even comparing an engine nearly 5 decades apart, the principle of fuel turning to visible vapor has not changed.
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Same method I've had to take, my biggest gripe being parking brake. My bravo's only bind in MSFS for the far left rocker is parking brake on/off. SPAD just for whatever reason doesn't play nice with the 3/4 different options available to map with, but yet the MSFS control always works. The L10 however is a bit different than most other jets, and is the most painful by far to map with. Currently requires the use of custom entry H events to map most functions, but these H events will be viewable with spad once SU5 drops.
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Just landed at TXKF ILS Z 30 and had no faults with an auto land on 1.0.1. I will say that on the initial release at around 1500 AGL it would nose dive to the ground almost on every auto land attempt, but that was with single channel only, not with both A/P's set to CMD. Did not do the full rollout, hopefully tonight/tomorrow on return leg I'll get a chance to do so.
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Also notice: duct pressure higher on #2 than #1 and 3 at the end of the video. Cabin is pressurizing while both outflow valves full open/entry door is open. System is far too sensitive in some areas, yet not enough in others (such as when removing bleed source, the leak rate is far too low. These aren't air tight systems)
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When operating off of single source of bleed, pack flow should not increase after additional pack flow control valves are opened, but rather decrease. While duct pressure shows a decrease in PSI with additional packs in use, flow is still reversed. Pack flow is also indicating 2000-2500 cfm on the selected pack even when the flow control is set to off, with and without a bleed source present.
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Per title, exterior pack exhaust sounds are incorrectly placed between the MLG and always running with APU on and not with bleed on + pack flow control valve open. Should be located forwards of the NLG and on its respective side. Also as noted in the stream, outflow valves do not visually move in exterior cameras. Thanks
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Per title, the AMP's are not functioning correctly. I've created a post on the discord and bumped already but it hasn't been looked at yet even after several days. Please see linked stream of 1.0.1 behavior. In short - COM1 and 2 when tuned to a broadcasting station will play audio even when that COM's speaker is off but MIC selected on. And even with no MIC selected, the last selected VHF tuned station will still be transmitting/receiving. This makes it impossible to transmit over one frequency while only monitoring the other. Also, where are the tuning controls located for VHF3? None of the AMP's display VHF3 and the first observer and flight engineer AMP's are controllable. Thanks
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The XXXVU/VE are panel identification numbers. Each of the first two numbers are particular to that panel's location and function, and the last number will either be odd for the left side of the aircraft, or even for the right (hence 411, 413 and 417 being shown on your screenshots). For an explanation of the + signs, here's a good read: https://aviation.stackexchange.com/questions/43916/what-does-this-plus-cross-sign-on-this-electrical-panel-mean
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Currently APU bleed air is able to surpass it's ceiling of 23,000 feet.
