Sadly I had to make a new account as it is no longer possible to sign in via Facebook weirdly. So there we are. I was dectenor1 previously, it seems I have been demoted to 2...
Thanks for another update today. Lots of stuff I reported has been fixed. Brilliant thanks.
In the flights I have done so far, the GSX PAX number matched the number on the Loadsheet OIS page, with all weights correct when simply loading through GSX and doing nothing on the Loadsheet OIS page itself, which is awesome, and unexpected because I didn't see this on the changelog - maybe I was just lucky...
Scrap the above, just done another test flight, and the passenger numbers don't match....
TCAS going straight to TA/RA when turning on the XPDR, fixed - awesome thanks.
LDG INHIBIT memo did disappear at the correct time (1 min after slowing past 80kts), I didn't actually time this, but it certainly wasn't on anywhere near as long as before. Again, I didn't see this on the changelog, so that was a pleasant surprise. I didn't check when the LDG MEMO actually appeared in the first place, though (the LDG MEMO itself, not the INHIBIT message, from memory I recall it felt a little late, so maybe worth confirming this comes on at the correct time - when passing through 2000ft AGL. Anyway, thanks for the unexpected LDG INHIBIT fix.
The changelog says 'FIXED Fuel values removed when page manipulated (see desc)' - but this is only partially fixed, whilst TAXI, ALTN, AND FINAL keep custom values if ZFW or ZFWCG etc. is edited, the value for RTE RSV, still resets to default.
There is also a problem with 'FIXED Cabin VS constantly fluctuating'. In cruise the CABIN V/S stayed at +50ft for the entire flight, this isn't correct, this value should generally be 0, with minor deviations to keep the cabin altitude constant. Also concerning was that despite the CABIN V/S being +50ft for hours and hours, the actual CABIN ALT displayed next to the CABIN V/S stayed constant at 5920ft for hours as well. If the CABIN V/S was +50fpm for 4 hours, that's gone up by 12000ft, so the CABIN ALT should also have gone up, (obviously it shouldn't have done this). So the CABIN V/S either needs to stay 0 for the entire cruise, or its needs to fluctuate, but not constantly fluctuate like is was blinking before, rather spend like 95% of the time on 0 and then 2.5% each on +50 and -50, but the CABIN ALT also need to be tied to the CABIN V/S during cruise. Hope that makes sense.
The changelog also says 'FIXED Changing sim time erroneous ETA calculations' but this is not fixed. The issue as outlined by @lukevo79 here still very much exists.
You can see that the ETA for the next waypoint, 32NM away, ESBUM, is showing 31 mins in the past.....
The times did correct themselves when I opened the POSITION/TIME page on the other Lower DU...
Another bug that either has appeared only recently is that the REFUELING IN PROGRESS ECAM memo is not synced properly anymore. It stays on much longer than when the refuelling panel door has closed.
Of course, numerous vertical navigation issues are still present, such as information displayed in relation to constraints, predicted altitude and speeds, and managed target speeds, on the ND, F-PLN, and PERF pages, but I was not expecting this to be fixed as not mentioned in the changelog, though I look forward to it being fixed as a priority, and hopefully the lessons learned it and the logic and coding can be then easily applied across your whole airbus fleet, improving those aircraft as well.
One new one related to this that I haven't noticed before is that the SPD CSTR line of the DES PERF page is showing the final SPD CSTR in the flight plan rather than the next up on the descent, whether that be one on the STAR or the 250KTS at FL100 restriction. Basically the next magenta dot to appear on the ND route in descent indicating the next upcoming speed restriction should be the one displayed as shown below.
This also seems to be affecting what is shown as the managed speed targets on the same page. The aircraft is now showing this speed constraint as the conversion speed as well. The managed targets should be the econ Mach, then the econ conversion speed. The managed target here should only change from the conversion IAS to a speed constraint once the aircraft has begun to decelerate to that speed. Clearly in this case the 185 is a bug as if that was the conversion IAS, the aircraft would already be targeting that (it isn't as can be seen on the PFD) as the current IAS of 261 is above 185.
In this case it should show .84 300(ish - a typical conversion at this CI), then the SPD CSTR should be 230KT/VUTEB. When beginning to slow to 230 for the restriction, i.e., at the same time as passing the magenta dot on the route on the ND, this 230 will move up to the above line, as the active target replacing the .84 and 300. I am now away from my FCOM, but from memory the mach number becomes dashed out, so it woudl show MANAGED - 230. Then the next speed constraint along the route should appear in SPD CSTR.
Incidentally the (SPDLIM) pseudo waypoint should not appear at all on the list of waypoints on the F-PLN page on the left lower DU, as because there is a slower speed constraint above 10000ft (VUTEB at 230), this 250@10000 is never a factor because the aircraft is meeting a slower restriction above 10000ft anyway.
Anyway, many thanks again for the work on the A350, and I look forward to seeing further fixes soon. @Eddie sorry for the tag, I had messaged you on discord, mentioning the forum issues, but seem to have been able to get in, and I'm sorry that I had to create another account.
