Joshua Green

I concur, this has broken in 1.05. It was working before.

There is clearly some logical linkage in the code between the autopilot state and the autothrottle logic. My understanding is that the two are not mutually dependent in the real aircraft, so even if you CAN get the correct EPR value with the AP on, that shouldn't be a necessary step.

Someone else posted that their generators were going offline mid flight. Can you check and see if this is true for you too?

You're correct, It's been captured in earlier posts. They've logged it.

This occurs temporarily right after a new batch of waypoints has been imported. While the INS is navigating from waypoint 9 to waypoint 1, the map seems to simultaneously display the OLD waypoint 9 AND the NEW waypoint 9 and draw a line between them. Thankfully, it does NOT affect how the aircraft flies the route.

Ok, definitely sounds like a bug, then.

Thank you for that information. However, there are some aspects of it that I find confusing. A few follow-up questions about the nuances of the update procedure: 1. All the info about the DME/DME fix and intersection fix accuracy are relevant for systems like the CIVA, which can compute position corrections based on it, but it sounds like the LTN-72 can't do that. Also, the pilot can't manually derive lat/long coordinates from a DME/DME fix either, without a lot of math. So it seems like directly overflying a radio navaid with known coordinates is the only way to do this update procedure. Am I right? If so, that leads to the next question: 2. The aircraft is moving at multiple miles per minute, and tends to sequence to the next waypoint slightly before arriving at any particular one. How do you indicate to the INS that it should overfly the fix rather than cutting the corner, so that you fly precisely over the coordinates you intend to update? (Manual mode? or is their an OVFLY function?) 3. Does pressing the "hold" key, as indicated in the procedure, cause any newly entered position apply a correction to a) where the INS thought it WAS at the moment you pressed the "hold" key or b) does that entered position become where the INS thinks it is RIGHT NOW? I'm hoping it's the first option. Otherwise, any delay in typing the corrected position in would cause miles of error given the aircraft's speed.

Then just be patient with it. delta P will max out before the cabin starts to climb. As such you won't see much meaningful change before 20k feet.

1. Are the INS systems triple mixing the position information? If not, is it coming? If so, is the mode configurable? 2. Is remote mode planned so that waypoints and position data can be set simultaneously across all three? 3. Is there an inflight position update process either available or planned? DME/DME or even just a manual update at a known position?

Did you need to engage the autopilot itself or just set a pitch mode on the panel? I found that mine would engage correctly as long as I had some pitch mode engaged. But still, it's supposed to be completely independent, isn't it?

Although the cabin pressurisation logic is incorrect (it pressurises too fast), the cabin DOES pressurize. Your issue suggests that your bleeds and packs are not correctly configured. (pneumatic system) Ensure that the packs are on before passing FL100, and the cabin WILL pressurize.

In regards to the air data sensor heats, I'm afraid I don't understand your first sentence: If they are left latched after landing (and therefore latched for the next flight), under what circumstances would they ever be unlatched? When do the procedures you're referencing indicate that they should be unlatched? The provided checklist in the inibuilds manual suggests they should be unlatched after landing. That implies that they would remain that way until the next flight, and that they would be latched again during perhaps pushback or at the holding point. In regards to the Pilot and FO window heats, the buttons simply don't seem to function. Latched or unlatched, the "idle" light does not illuminate.

As stated in the title. After a 5 hour long flight, the stated INS position exactly matched the stand coordinates on the chart.

The test button for the brake heat on on the Engineer console shows a working indicator, but the brakes do not show any heat buildup even after landing.

On all cold and dark starts, these buttons start latched. They should not. Pilot and FO Window heats, even when unlatched, do NOT turn off. They should.

Even when the hydraulics are not online, all the overhead systems show OK. They should not. Many should show faults until hydraulics come online.

The button is modelled and can be pressed, but it has no impact on the fuel used counters.