This one falls into the category where I'm not SURE it's wrong, but it feels off.

During the climb, I selected INS nav, VNAV for pitch, and engaged the autopilot. I then selected TM mode for the autothrottle, and it began a very rapid climb and increased the EPR to nearly .798 even though the EPR card suggested the climb should be in the .585 range intially. That seems VERY aggressive, and even exceeds the takeoff thrust EPR of .642 for the flight.

Does that seem right?

No it isn't. The whole take off and climb phase is incorrect - I have raised the issue and apparently they are working on it. This plane was a slow climber like the 747-100/200.

Edited May 11May 11 by Trevor

As of 1.0.5, Using TM+VNAV in climb will target either the OPT or MAX EPR values shown on the PMS CLB page depending on whether your current weight and TAT fall within the OPT range. If its within, it will use OPT power settings, else it will go for MAX values until back in OPT range. The fallback to MAX EPR is a failsafe to avoid users getting stuck in a very slow climb outside of OPT table parameters.

So from the example below, it will target either .573 (OPT) or .630 (MAX) EPR depending on whether within OPT CLB parameters, and will automatically alternate between the two depending on atmospheric conditions and weights.

For initial climb out, manually manage throttles (coupled with VS Mode if using autopilot) until you are in clean configuration before engaging TM+VNAV. If you want you can manually manage throttles per OPT values all the way to TOC to experience the slower climb rates that it will do at those OPT EPR values specifically.

You guys are still not getting it correct. In Version 1.0.6 the EPR begins to steadily increase in the climb and then drops sharply and once again begins to increase. This is NOT how the real plane behaved. Once CLB thrust is set, there should be a gradual and steady increase in the EPR (not up and down). Firstly do you have access to L1011-500 performance manuals? This is important - I only have access to -100 manuals (different engines). You need to get the EPR values correctly entered into your mathematical programming (taking temperature and altitude into account). Then the EPR and N1 values need to be synchronized. Then, and only then, do you begin adjusting the thrust numbers in the configuration file. Please don't take my remarks the wrong way - I am only trying to help. I modified the Captain Sim L1011 .air file some years ago to get the thrust settings as close to correct as possible. There must be a smooth and steady increase in EPR - not jumpy. The cruise N1 values are also lower than they should be. I will later attach a photo of the real plane in a FL350 cruise so you can see the engine readouts. I understand that weather and gross weight will affect these values somewhat.

Edited 5 hours ago5 hr by Trevor

4 hours ago, Trevor said:

In Version 1.0.6 the EPR begins to steadily increase in the climb and then drops sharply and once again begins to increase. This is NOT how the real plane behaved.

Are you referencing the EPR target set on the glareshield in TM Mode specifically? If so, observe on the PMS when you're seeing this behaviour, and you'll note whats happening when it "drops again" is its shifting from MAX CL (CL1) to NORM CL EPR (CL2) values as the target.

The way its modelled now is it will try to use calculated CL2 table values for your weight, temperature and altitude ranges. If outside the tabled parameters, it will instead use the calculated CL1 values for your current weight, temperature and altitude. It will transition back to CL2 if within tabled parameters at the next update point.

On 5/12/2026 at 1:25 AM, richboy2307 said:

Using this image example from above again, the calculated CL2 and CL1 values at the moment are .573 and .630 respectively. It will command only either of those (+- 0.001 EPR) in TM mode.

Yes, the IRL counterpart behaves the same way automatically modulating between the CL modes - except - there is more specificity in the logic for conditions that must be met before the switch happens. That additional conditional specificity as well as manual mode selection is not currently simulated. We have it on our wishlist for systems we'd love to add depth to given the development time, but it is beyond the initial scope set for the product.

What is simulated is the essence of how the actual unit works - i.e that it references current conditions against MAX CLB EPR (CL1) and NORM CLB EPR (CL2) performance tables for -500 stored within the PMS database AND automatically modulates commanded EPR between CL1 and CL2 based on periodic data-comparison to obtain the nominal climb rate.

5 hours ago, Trevor said:

You need to get the EPR values correctly entered into your mathematical programming (taking temperature and altitude into account). Then the EPR and N1 values need to be synchronized. Then, and only then, do you begin adjusting the thrust numbers in the configuration file. Please don't take my remarks the wrong way - I am only trying to help.

Yes according to the team what we have currently is set based on the -500 performance data available to us. For all parameters such as EPR, N1, Fuel Flow etc.

For the sluggish climb rate you are expecting - try manually controlling your throttles exactly per the NORM CL values shown on the PMS at various stages and see if you still have the issue. If so, please advise with screenshots or video reference of exactly what you're seeing in sim vs roughly what you'd expect at the various stages so we can investigate further. Yes you don't have -500 specific data but if you make an estimation of the expected result based on your -100 data, we can run a comparison against the data we have and verify if the sim is exhibiting that or not to determine any adjustments required.

We also appreciate your reporting, and are not trying to be dismissive of it but random image comparisons such as that provided are also not conclusive in establishing tangible data for resolution/adjustment without also equally full knowledge of all the parameters such weight or atmospheric conditions as you mentioned.