bugs v1.0.9 Bugs

[dectenor1]

Here are a collection of bugs in v1.0.9

Some of them relate to vertical navigation and how aspects of this are displayed on the ND and MCDU pages. It is really disappointing to see so many of these after the long-awaited VNAV update.

 

OIS Power buttons still do not work

ADS-B TRAFFIC ON ECAM memo - I understand you guys are saying this is not incorrect, but both the FCOM and a real world A350 pilot disagree. It would be good to have more research on this and for the team to explain why they sit is incorrect when these two reliable sources say otherwise.

Lower displays are brighter than the upper displays, rendering the DU MASTER BRT knob pointless

The aircraft doesn't always tune the ILS, for example flying to EGPH with ILS 24 selected via the MCDU, no ILS frequency was tuned and I had to do it manually.

Changing the altitude in the PRED TO box on CLB and DES PERF pages, does not result in any difference to displaying when the aircraft will reach, and the distance it will take to reach, the altitude typed in the box.

Changing the target runway exit with BTV does not result in any change to the displayed runway occupancy and turnaround time.

When you enter the FUEL values for TAXI, ALTN, FINAL RES etc., on the Fuel and LOAD INIT page,  these are resetting if you then change the ZFW, FOB, CG etc. Once you have modified them, your modifications should stick.

TO CONFIG TEST is not going green unless you do it after the CABIN READY has gone green. You should be able to do a TO CONFIG TEST and get an OK green result, irrespective of the status of the CABIN READY memo.

The logic of the FCU MACH SPD window is incorrect. It should show MACH when the aircraft is targeting a MACH number, and SPD when targeting a speed. In the screenshot below you can clearly see the aircraft is targeting a speed (look at the CLB PERF page on PM MCDU, the aircraft should climb at 308kts IAS until this equals .84 and then climb at .84 . You can see on the ND the magenta bug is on 308 KTS so that is what the aircraft is targeting. At the moment, given the current altitude, this is equal to .786, therefore the aircraft is very much following a Speed), and therefore the FCU speed window should say SPD not MACH as it does here.

 

Whilst on the subject of this window, the logic for going into Selected Speed from Managed Speed is still incorrect. When you open the speed window from Managed to Selected Speed, it should open at the current speed and not the Managed target speed.

 

Whilst on the subject of managed target speed. The logic for displaying this is on the PERF page is incorrect. In the screenshot below, you can see on the ND that the aircraft is targeting 250 kts in managed descent. However, look at the DES PERF page on the PM MCDU, the this is showing that the aircraft is targeting .84 or 313 kts. Completely incorrect. The PERF page should show the correct target speeds.

 

 

 

For avoidance of doubt, when the aircraft has just begun descent, on the DES PERF PAGE, under MACH the aircraft should display the ECON MACH Speed, and under SPD it should display the conversion speed at which the aircraft will change to targeting a Speed

So at the stage of flight as shown in the shot above, it should say simply 250 under SPD, (because it is targeting 250 KTS due to a Speed Constraint, and not 0.84 313 KT.

This is because as soon as you are targeting a speed constraint you are not targeting the econ profile of mach and then conversion to speed. So the mach disappears and it just shows the speed you are targeting under SPD. Hopefully that makes sense.

This screenshot also demonstrates yet another bug related to management of the vertical profile. The aircraft is 0.1 NM from ESKDO and is at FL181. Yet the F-PLN page is predicting the aircraft will be at FL163 at ESKDO, I think not.... 

It also shows there is a bug in the relationship of the level-off symbol on the ND and the altitude predictions on the F-PLN page. The level-off arrow is indicating the aircraft will be at FL160 someway in the distance, yet the F-PLN page is saying we will be at FL163 (ignoring the 300ft difference) at ESKDO which the aircraft is basically already at (0.1NM away). Clearly this is a bug/error etc.

Alarmingly it also demonstrates a further error. There is a SPD ERROR AT ESKDO message on the MCDU, but the SPD constraint at ESKDO on the F-PLN page has a magenta asterisk next to it. If there is a speed error there and the aircraft will not meet the constraint this should be orange not magenta. 

It is pretty bad that a single screenshot can demonstrate so many basic errors and bugs.

 

The way the aircraft approaches AT Altitude constraints is also bugged. On this video at 1.00 you can see that as the aircraft approaches INREV, which has an altitude constraint of FL200, it pitches up and gets high on the profile and then has to dive to get back on profile after INREV.

 

 

One can see further evidence of the poor F-PLN altitude predictions in this screenshot.

 

The level-off symbol on the ND is showing reaching FL070 a long way after TARTN, and yet the F-PLN page is predicting the aircraft will be at TARTN at FL070. This cannot be so.

The level-off symbol is also bugged when in VS Mode. Here might be a good point to clarify how the level-off symbol should work.

In managed descent, it will show the point where the aircraft will reach either:

The FCU selected altitude, if that is above an altitude constraint, (it will be shown in Cyan along with the Cyan display of the FCU selected altitude at the bottom of the altitude tape on the PFD, or, if the FCU selected altitude is the same as, or below an altitude constraint, it will show the point the aircraft will reach the constraint, it will be shown in Magenta, along with the Magenta display of the constraint below the Altitude tape on the PFD. 

In managed mode this point is calculated purely from the calculated path of the aircraft as shown in in the F-PLN page of the MCDU. Taking into account whether you are above or below the path, or low or high with regards to speed. If the F PLN page is predicting you are going to be too high at an altitude constraint for example, the level-off arrow will come after this constraint on the ND. The F-PLN page and the level off arrow are always in sync.

In selected mode descent (open descent) the level-off arrow will show the point at which the aircraft will reach the FCU selected altitude, ignoring any constraints, and not taking the calculated path into consideration. It will be shown by a calculation of current speed and current VS.

In VS descent, the level off arrow again shows the point at which the aircraft will reach the FCU selected attitude, ignoring any constraints, and not taking the calculated path into consideration. It will be shown by a calculation of current speed and FCU selected VS. Note this is different from in open descent when it is calculated by current VS. To clarify, in VS mode itself, the level off arrow is calculated by FCU selected VS.

This screenshot also shows yet another bug. The missed approach waypoint on the F-PLN page should be in blue not green.

 

This video below shows another bug. The distance remaining shown at the bottom of the F-PLN page goes from 13NM to 10NM and then back to 12NM. Apologies my cursor it a bit too close, but I was trying to point it out, though you can still see it. This is at 10 to 22 secs on the video.

 

 

I hope there is enough useful information here for the team to work with. Please do get in touch should you require any further information. These are just a handful of basic errors, of course there are more, but as plenty of other people are posting, I don't which the team to be overwhelmed.

As ever, I thank the team for their work, I just hope we can soon get the aircraft to a stage where such simple stuff is correct on an aircraft that is billed, and charged, as a premium product with unparalled realism. Even freeware aircraft have the majority of these basic functions working properly, so it is disappointing that the A350 does not.

Edited yesterday at 12:49 AM by dectenor1

[IniSteve]

Thank you for this detailed report. We'll take a look through this and action what we can in time. 

[Der Michel]

Hi, great report. Very detailed and a lot basic AP/FMS stuff that need to be fixed.

I can underline your findings.

[dectenor1]

18 hours ago, IniSteve said:

Thank you for this detailed report. We'll take a look through this and action what we can in time. 

No problem. 

A few more things after the .10 hotfix

Managed speed targets are flickering and bugging out again. I didn't notice this on v1.0.9. but it maybe I just got lucky on that flight and it was never fixed. This can be seen on the video below

 

Loadsheet and loading are now a bit of a mess. When loading with GSX it does not load the correct number of PAX or ZFW, this was confirmed by auto-fillibg the entry boxes on FUEL & LOAD INIT PAGE and comparing with OFP.

The LOAD CG button on LOADSHEET OIS page is also bugged now. I pressed it the first time and it gave erroneous results, the ZFWCG and CWCG were exactly the same, which shows something is wrong. I clicked it again, and the values changed to other values, but both were also the same, again showing something is bugged. Finally the third time, I got different values again, that looked like they might be correct, the two values were roughly what I would expect with also a little difference between them, which again is what I would expect.

Many thanks for the work as always,

[dectenor1]

CHECK DEST DATA message on MCDU should also disappear once the requisite fields are filled in, at the moment it stays and you have to remove the message manually.

I normally just prefer to comment on systems things rather than sound, performance art etc. But just would like to also point out, that the performance seemed really bad for me on the latest v1.0.10. this was in MSFS 2024, -900, version with included cabin.

At the same gate at ini EGLL, in the Fenix I get 100fps in the A350 60fps, quite a drop....

Edited 3 hours ago by dectenor1