MD82

I tend to agree. Things like engine parameters, VNAV Control and Logic and flight model don't seem to fall into any news cycle. I understand the Tristar was a cheaper aircraft brought out by ini, but I figured it's because complex FMC calculations, BTV, systems, etc. etc. don't need to be modelled. I hope they prove me wrong and finish the product they started.

I reported this on April 17th. I see it still hasn't been fixed then ... STBY Power Test

The 777, which uses ARINC data also has had issue recently with STAR waypoints. Having fly-over coding where there shouldn't be and distance to go errors. I'm wondering if maybe something changed coding-wise with the latest AIRAC cycles.

So, -13% just about averages out. The main question I have however is, who is right and who is wrong. i.e. Why is one 13% lower, or the other 13% higher. Which one is closer to book values?

Can it be that INS 3 coincidentally drifted away and then back? Resulting in such good accuracy? Did you do more than one flight?

I concur. I believe this was introduced with the release of SU5. Move the eyepoint a bit closer and you'll see it reappear. So, I think it's a LOD issue.

Give it time. I believe since 1.0.5 you need to keep the start button pressed for like 30 seconds before the old thing finally gets cranking. Try it and see if it's still the case. It was corrected I believe after it was reported that the APU lights up before the door sequence finished.

I'm guessing this line: "FIXED INS cannot check drift results post flight in INS due to wp parsing error" addresses it. I can only check it once I get back home.

I did a basic search in the BA systems pdf. For the VS autopilot mode, the following is stated: "Before engagement the vertical speed tape acts as a vertical speed indicator. When VS is engaged the VSI tape locks to current vertical speed, but this datum can be adjusted with the VS control wheel. This is the only pitch mode datum that can be varied with the mode engaged. Range available is +4000 to -8000 FPM." This is an earlier version of the Tristar autopilot. However, looking at the above system, it is not out of the realm of possibility that the basic engagement parameters between this and the new ACP remain identical in that when a major mode gets engaged (engaging VS, or in this case turning ON the AP with VS mode already engaged) the system resets to the current value. It makes sense a little bit as you don't want (or back then there wasn't a proper way to) the autopilot to suddenly jump to a new VS value on a mode change. Those days G limited autopilots I believe weren't a thing. So, again, even though I don't know the definitive answer, it MAY be designed like this. p.s. Combing through the Delta L-1011 manual and looking at the -500 specific differences, I read the following statement: "When an autopilot is engaged in CWS, it will automatically maintain the airplane pitch attitude and roll attitude (or heading if the bank angle is less than three degrees) existing at the moment the pilot releases the controls." Given the fact that on the Tristar you HAVE to transit through CWS to reach CMD, it would also make sense that the autopilot captures current values instead of the ones which the FD system previously had,

Will do Jamir. Currently on a trip that took me all the way to NZAA. when I'm back, I'll take her out for a spin and check 1.0.6 behaviour.

@IniJamir , I just corresponded with an ex TAP employee who confirmed via a video link from the 80's that CS-TEB's SELCAL code in its TAP days was CD-EG. I already updated rzjets.net and airframes.org . Is it possible to update her reg card to include this corrected SELCAL?

Did you try placing all three in RMT and then loading them in?

As reported in the v1.0.5 update post, Progressive Aircraft Loading will soon arrive --> So, it's on the way. Just not sure how it will be implemented in the end.

Very interesting. This would explain why while crossing the Atlantic and entering all waypoints manually, I pass directly overhead every waypoint because I keep resetting the airplane's position everytime I enter waypoints.

Coming back to the INS drift simulation, I just completed a 9-hour flight from Sao Paulo to Lisbon. On purpose I did not perform any position update procedures during the whole flight. After parking on Position 801 in Lisbon, I performed the INS post-flight drift check by entering the parking spot in waypoint 1, activating track change 0 --> 1 and switching the INS Mode to DIS/TIME/ Actual position LPPT Stand 801 coordinates --> Track change 0 to 1. Distance offset for both INS 1 and 2 showing 0.0 nautical miles. As you can see, at least for INS's 1 and 2 the net INS Drift over 9 hours of operation was 0.0 nautical miles. Which clearly indicates the INS Drift is still not there. p.s. Yes, INS Drift was enabled. I also flew with a buddy who flew out of Rio to Lisbon. Same result. No INS Drift.