MediumRareBaku

No traction here?

Perhaps this is a quirk of the real jet, but I doubt it. I have noticed that if I am flying manually with FDs on and I command a certain vertical speed, if the aircraft has drifted away from that vertical speed when you turn the autopilot the vertical speed target switches to the aircraft's current vertical speed and you have to re-command the prior target. For an extreme example, say I have 2000 fpm commanded in the window but am doing 1000 fpm, when I turn the autopilot on the target immediately switches to 1000 fpm. Happy to capture a video of the behavior if needed.

I try to avoid "X is broken" type reports as I know they're of limited utility unless it's something obvious, but I'm not sure what context would be helpful here. I have continued to notice that the autopilot struggles in situations that it very much should be able to cope with. I have observed the following: The autopilot is inconsistent with regards to maximum bank angle and turning rate: When high and fast it sometimes behaves the way I'd expect it to when low and slow -- faster banks to more aggressive bank angles -- but at other times it's the opposite and it will lurch suddenly to the maximum bank angle when high and fast and whip around when changing heading, etc. I assume the actual TriStar autopilot had logic built in to make inputs less drastic at cruise altitude but it seems like if they're represented in your autopilot that they're getting mixed up in different regimes. When intercepting VOR radials or a Localizer/ILS at 30 degrees or less, the autopilot almost always struggles to begin the turn soon enough and turns too slowly to intercept without overshooting. I am not aware of any TriStar quirks that would make this be the case but I am always willing to learn. The autopilot continues to struggle with maintaining course in a crosswind both when tracking VORs and tracking the INS. I am not even talking about significant crosswinds like a 100+ knot wind at a 90 degree angle, even something modest like a quartering tailwind at around 35 knots it will struggle to track the radial. If intercepting a VOR/LOC/ILS radial in heading mode, when the HSI shows even a half dot deflection and you switch to the VOR/LOC/ILS mode, the autopilot will often quickly bank "away" to intercept the radial more aggressively as if you were farther away, and then immediately but more gradually banks back to turn into the radial to track it, resulting in an overshoot.

I tried setting the DH to 200 feet on both the captain and FO side radar altimeters. That seems to have cured the flashing but the FO's DH lights stayed on until I clicked repeatedly 5 or 6 times in rapid succession.

Sitting at the gate setting up and both the DH light on the artificial horizon and the DH light on the radar altimeter are flashing intermittently. Different durations between flashes, different durations of being lit.

I know 1.0.5 was supposed to cure the pneumatic system, but I am still seeing the cabin climb gauge start low and move to 0 upon initial load in, and when bringing the APU bleed and Pack 2 online there is a 500-1000fpm descent rate on the cabin climb gauge followed by an oscillating climb/descent pattern that eventually settles on 0. After takeoff, if you take off with only Pack 2 operating, when you bring the next pack online the cabin moves to full scale descent on the cabin climb gauge, and then it reverts to the previous climb rate. Bringing the 3rd pack on bumps the climb rate down a bit briefly and then it returns. There shouldn't be such a dramatic descent when you bring the 2nd pack online.

This was a previously reported bug that I think was supposed to have been fixed in 1.0.3 or 1.0.4 but I still see the same behavior.

We're on update 1.0.5 and looking at the manual download it still shows version 1.0, while I know you've added some new features in recent releases. Please make sure you're also going back and updating your manual to include procedures, etc., for those new features.

Load the aircraft, cold and dark Enter the cockpit, swap to FE station, observe cabin altitude gauge Needle starts full scale high climb, moves to full scale low descent, stays there. Opening doors, turning on power, turning on the APU and a pack doesn't change it. I uninstalled -- including deleting the WASM folder -- and reinstalled and the behavior is still present. I did not have the aircraft selected in the menu when doing so.

The sound of rain -- both stationary/taxiing on the ground and in flight at speed -- are far too faint. I have to turn my volume up to nearly max to hear the rain on the fuselage on the ground, and I can't hear it at all in the air. I have system volume at 100%, MSFS volume at 100%, and the environment and other sliders at 100% in the sim. Headset mode off, speaker mode in the sim set to HiFi. No other sound processing software or mixers, etc.

Sample size of one here, but just noticed that the SimBrief profile seems to have a discrepancy somewhere. My planned ramp weight is 339,460 in SimBrief using the provided profile, but when loaded into the EFB it's coming out to 333.9k lbs and the auto-set of the weight totalizer on the FE panel is also reading 333.9. It also seems to be under-loading the fuel basd on the same gauge. I should have 43.0k lbs, which is shown in the EFB, but immediately after loading the aircraft the total fuel shown on the FE panel is 42.6k lbs.

Perhaps I am missing something, but I cannot figure out how to click the DLC arm button on top of the spoiler without moving the camera all the way down in front of it and rotating it so I can see it. I am sure it was very easy for the captain to reach down and press it (though I do find myself wondering at the wisdom of having the lights being on the forward end of the spoiler vs elsewhere, I guess he had to stick his hand in front of it to see if the lights were on?) Can a clickspot be added on a screw somewhere or something similar to arm DLC, please?

Per iniBuilds, and the manual I've checked seems to support this, this is correct -- the HSI only shows distance and time information for the INS regardless of mode, and the RMI is the only place that shows VOR DME.

This would be nice -- especially if you could select the acceleration height for thrust reduction so as to respect different operators procedures

Seconding this