Many thanks to the team for another update.

A few things after a couple of test flights, it's a bit of a mixed bag really. Some things appear to have been fixed, quite a few bugs remain, and also new ones have been added.

So these are a few obvious things still wrong without going into deep systems depth and specifically testing and looking for bugs.

SOUND

(1) There is still no sound when when the Park Brake handle is turned on and off using dedicated hardware, in my case the Thrustmaster TCA. The sound of the handle moving, however, is present when clicking it with the mouse.

(2) There is still no sound going into the throttle detents from a lower thrust setting. For example, going from halfway between IDLE and the CLB detent, there is no sound when the levers go into CLB, but reducing the throttle from halfway been MCT FLEX and CLB, there is a sound when the throttle levers go into the CLB detent.

VISUALS

(3) The various display screens (including the OIS screens) still have different levels of brightness when on the same brightness setting. This means you can't use the display master brightness dial to set the brightness you want for all the screens.

(4) Really horrible windshield reflections. See below. (Though it may not come out clearly in the screenshot, they looked really bad, and don't remember this from previous versions.)

SYSTEMS

(5) Loading PAX with GSX still results in an incorrect (lower) number of PAX shown as having boarded on the OIS Loadsheet Screen compared to the number indicated as boarded in the GSX menu, which is always correct with number on simbrief but the OIS Loadsheet does not match.

(6) The Preliminary Loadsheet received by the aircraft still has identical MACTOW and MACZFW. This value is always wildly different from the values for these on the Final Loadsheet. (These Final Loadsheet values, are also slightly different from each other, which is correct, unlike their values on the Preliminary Loadsheet.)

(7) Altitudes on the F-PLN page are not in the correct format (Altitude v Flight Level) with respect to the Transition Altitude on the PERF pages. Below you can see the Transition Altitude is 13000ft, however, there are altitudes shown as FL070, FL090, FL120 etc., when these are below the Transition Altitude and so should be in 1000s of feet.



(8) The flight plan distance is not shown until the weights are entered on the FUEL and LOAD INIT Page. This is incorrect, the distance should be shown but just not the estimated time and fuel on board (these two correctly appear once the weights are entered, but the distance should be there without the weights.) You can see this in the photo above showing the issue with Altitude Format.

(9) The autobrake is coming on during the Takeoff roll which basically makes the aircraft unflyable as you can't take off.

(10) Shortly after Takeoff I always seem to be getting this CHECK IRS/AIRPORT POS message on the MCDU. Shown below.




(11) When setting up BTV, one cannot change the runway condition or braking action, it is completely stuck on 5.

(12) The Level-Off arrow and the indication of the FCU selected altitude below the altitude tape on the PFD logic is incorrect. In the shot below you can see that 7000 is the selected altitude on the FCU, and the level off arrow is showing where the aircraft calculates it will reach this altitude in cyan on the ND, and FL70 is displayed on the PFD, again in cyan. This is incorrect though because there is an upcoming altitude constraint of AT FL130 at HAZEL. The aircraft is in managed descent and so this constraint should be taken into consideration. FL130 should be in Magenta below the altitude tape on the PFD, and the level-off arrow should be in Magenta and showing where the aircraft will reach FL130 for this constraint. The FCU selected altitude only takes priority in managed descent if it is set to an altitude higher than the the constraint in descent, and obviously in reverse if lower than a restriction during the climb phase.




(13) The FCU Selected altitude should not change subsequent Altitude Predictions on the F-PLN page. In the shot below you can see that the FCU Selected Altitude is FL70, but for some reason the aircraft is then predicting that it will never descend beyond FL070 and kept FL070 as the predicted altitude at all waypoints right up to the runway waypoint.






(14) Likewise, entering a manual speed restriction forces the aircraft to predict this same speed at all subsequent waypoints. This is shown below. I entered 220 at DITON, to help with the turn, and the aircraft has just put the current speed as the prediction for all subsequent waypoints, ignoring any deceleration. A speed constraint should make any subsequent waypoints not have a higher speed constraint/predicted speed, but it should not affect any subsequent waypoints that should have a lower speed.



(15) Altitude predictions at waypoints are still incorrect. Below you can see the aircraft is predicting it will be at MC604 at 1450ft, but the aircraft is already at 2850ft.... But at least the Amber asterisk on the F-PLN page and the circle around the waypoint on the ND are consistent with the prediction, it is just the prediction that is totally wrong.



(16) The aircraft really didn't follow the Lateral path at all well here. Yes there is quite a bit of wind, but I would have thought that it would be able to account for that. You can see below it totally messed up the turn at D074L.





(17) I have also noticed that the Fuel Prediction seems to be quiet off, the aircraft is using a lot more than simbrief suggests it will, and the amount of Fuel On Board at arrival does not match with the EFOB given on the F-PLN and other fuel prediction pages.


FLIGHT MODEL

(18) The aircraft still seems to lift off the runway at very shallow pitch, the nose is barely a few degrees up and the VS really starts increasing dramatically, the aircraft in real life shouldn't really start to unstick from the runway until much closer to 10 degrees nose up pitch.




Again, thanks for the update, maybe some of this stuff is planned for V2, but I thought it useful to have a little stock take of where we are at the moment.

These things are not exhaustive, but just obvious things noticed on a couple of short flights, it is a little disappointing that there are LNAV and VNAV related things here when they were supposed to be big focusses of this update, but there we are...

As always do get in touch if you require more info.

Hope it is useful and best wishes.

Edited 20 hours ago20 hr by dectenor2

Great post. ini are lucky to have people like you spend this time to help them like this. I hope they listen.

15 minutes ago, Gungnir said:

Great post. ini are lucky to have people like you spend this time to help them like this. I hope they listen.

Many thanks.

I have made many posts like this for the A350! Goodness knows how many hours and hours hours I have spent doing it.

Hopefully one day I won't have to do them. But I am happy to do so, just want to see the aircraft improved for all users so we all can get a bit more enjoyment out of it, so happy to do my bit.

There isn't much reward other than a discord ban...

Edited 18 hours ago18 hr by dectenor2

8 hours ago, dectenor2 said:

Many thanks to the team for another update.

A few things after a couple of test flights, it's a bit of a mixed bag really. Some things appear to have been fixed, quite a few bugs remain, and also new ones have been added.

So these are a few obvious things still wrong without going into deep systems depth and specifically testing and looking for bugs.

SOUND

(1) There is still no sound when when the Park Brake handle is turned on and off using dedicated hardware, in my case the Thrustmaster TCA. The sound of the handle moving, however, is present when clicking it with the mouse.

(2) There is still no sound going into the throttle detents from a lower thrust setting. For example, going from halfway between IDLE and the CLB detent, there is no sound when the levers go into CLB, but reducing the throttle from halfway been MCT FLEX and CLB, there is a sound when the throttle levers go into the CLB detent.

VISUALS

(3) The various display screens (including the OIS screens) still have different levels of brightness when on the same brightness setting. This means you can't use the display master brightness dial to set the brightness you want for all the screens.

(4) Really horrible windshield reflections. See below. (Though it may not come out clearly in the screenshot, they looked really bad, and don't remember this from previous versions.)

SYSTEMS

(5) Loading PAX with GSX still results in an incorrect (lower) number of PAX shown as having boarded on the OIS Loadsheet Screen compared to the number indicated as boarded in the GSX menu, which is always correct with number on simbrief but the OIS Loadsheet does not match.

(6) The Preliminary Loadsheet received by the aircraft still has identical MACTOW and MACZFW. This value is always wildly different from the values for these on the Final Loadsheet. (These Final Loadsheet values, are also slightly different from each other, which is correct, unlike their values on the Preliminary Loadsheet.)

(7) Altitudes on the F-PLN page are not in the correct format (Altitude v Flight Level) with respect to the Transition Altitude on the PERF pages. Below you can see the Transition Altitude is 13000ft, however, there are altitudes shown as FL070, FL090, FL120 etc., when these are below the Transition Altitude and so should be in 1000s of feet.



(8) The flight plan distance is not shown until the weights are entered on the FUEL and LOAD INIT Page. This is incorrect, the distance should be shown but just not the estimated time and fuel on board (these two correctly appear once the weights are entered, but the distance should be there without the weights.) You can see this in the photo above showing the issue with Altitude Format.

(9) The autobrake is coming on during the Takeoff roll which basically makes the aircraft unflyable as you can't take off.

(10) Shortly after Takeoff I always seem to be getting this CHECK IRS/AIRPORT POS message on the MCDU. Shown below.




(11) When setting up BTV, one cannot change the runway condition or braking action, it is completely stuck on 5.

(12) The Level-Off arrow and the indication of the FCU selected altitude below the altitude tape on the PFD logic is incorrect. In the shot below you can see that 7000 is the selected altitude on the FCU, and the level off arrow is showing where the aircraft calculates it will reach this altitude in cyan on the ND, and FL70 is displayed on the PFD, again in cyan. This is incorrect though because there is an upcoming altitude constraint of AT FL130 at HAZEL. The aircraft is in managed descent and so this constraint should be taken into consideration. FL130 should be in Magenta below the altitude tape on the PFD, and the level-off arrow should be in Magenta and showing where the aircraft will reach FL130 for this constraint. The FCU selected altitude only takes priority in managed descent if it is set to an altitude higher than the the constraint in descent, and obviously in reverse if lower than a restriction during the climb phase.




(13) The FCU Selected altitude should not change subsequent Altitude Predictions on the F-PLN page. In the shot below you can see that the FCU Selected Altitude is FL70, but for some reason the aircraft is then predicting that it will never descend beyond FL070 and kept FL070 as the predicted altitude at all waypoints right up to the runway waypoint.






(14) Likewise, entering a manual speed restriction forces the aircraft to predict this same speed at all subsequent waypoints. This is shown below. I entered 220 at DITON, to help with the turn, and the aircraft has just put the current speed as the prediction for all subsequent waypoints, ignoring any deceleration. A speed constraint should make any subsequent waypoints not have a higher speed constraint/predicted speed, but it should not affect any subsequent waypoints that should have a lower speed.



(15) Altitude predictions at waypoints are still incorrect. Below you can see the aircraft is predicting it will be at MC604 at 1450ft, but the aircraft is already at 2850ft.... But at least the Amber asterisk on the F-PLN page and the circle around the waypoint on the ND are consistent with the prediction, it is just the prediction that is totally wrong.



(16) The aircraft really didn't follow the Lateral path at all well here. Yes there is quite a bit of wind, but I would have thought that it would be able to account for that. You can see below it totally messed up the turn at D074L.





(17) I have also noticed that the Fuel Prediction seems to be quiet off, the aircraft is using a lot more than simbrief suggests it will, and the amount of Fuel On Board at arrival does not match with the EFOB given on the F-PLN and other fuel prediction pages.


FLIGHT MODEL

(18) The aircraft still seems to lift off the runway at very shallow pitch, the nose is barely a few degrees up and the VS really starts increasing dramatically, the aircraft in real life shouldn't really start to unstick from the runway until much closer to 10 degrees nose up pitch.




Again, thanks for the update, maybe some of this stuff is planned for V2, but I thought it useful to have a little stock take of where we are at the moment.

These things are not exhaustive, but just obvious things noticed on a couple of short flights, it is a little disappointing that there are LNAV and VNAV related things here when they were supposed to be big focusses of this update, but there we are...

As always do get in touch if you require more info.

Hope it is useful and best wishes.

Really well put together. I've only had one flight to try the new update, and would like to thank the developer team their work, this was a huge release and I love the plane.
Unfortunatelly I also have to confirm point 17. The SimBrief calculated fuel and the actual fuel estimation/consumption were nowhere near each other. This has never happened up to 1.2.6.

If we can be of any help, let us know.
Thanks!

• One thing I have encountered and not yet seen mentioned: while sitting at the gate preparing for departure, out of a sudden my breaks hit a 1000+ degrees, and were smoking. They stayed like this for the whole flight.

Edited 3 hours ago3 hr by Bacsa Attila

18 hours ago, dectenor2 said:

Many thanks to the team for another update.

A few things after a couple of test flights, it's a bit of a mixed bag really. Some things appear to have been fixed, quite a few bugs remain, and also new ones have been added.

So these are a few obvious things still wrong without going into deep systems depth and specifically testing and looking for bugs.

SOUND

(1) There is still no sound when when the Park Brake handle is turned on and off using dedicated hardware, in my case the Thrustmaster TCA. The sound of the handle moving, however, is present when clicking it with the mouse.

(2) There is still no sound going into the throttle detents from a lower thrust setting. For example, going from halfway between IDLE and the CLB detent, there is no sound when the levers go into CLB, but reducing the throttle from halfway been MCT FLEX and CLB, there is a sound when the throttle levers go into the CLB detent.

VISUALS

(3) The various display screens (including the OIS screens) still have different levels of brightness when on the same brightness setting. This means you can't use the display master brightness dial to set the brightness you want for all the screens.

(4) Really horrible windshield reflections. See below. (Though it may not come out clearly in the screenshot, they looked really bad, and don't remember this from previous versions.)

SYSTEMS

(5) Loading PAX with GSX still results in an incorrect (lower) number of PAX shown as having boarded on the OIS Loadsheet Screen compared to the number indicated as boarded in the GSX menu, which is always correct with number on simbrief but the OIS Loadsheet does not match.

(6) The Preliminary Loadsheet received by the aircraft still has identical MACTOW and MACZFW. This value is always wildly different from the values for these on the Final Loadsheet. (These Final Loadsheet values, are also slightly different from each other, which is correct, unlike their values on the Preliminary Loadsheet.)

(7) Altitudes on the F-PLN page are not in the correct format (Altitude v Flight Level) with respect to the Transition Altitude on the PERF pages. Below you can see the Transition Altitude is 13000ft, however, there are altitudes shown as FL070, FL090, FL120 etc., when these are below the Transition Altitude and so should be in 1000s of feet.



(8) The flight plan distance is not shown until the weights are entered on the FUEL and LOAD INIT Page. This is incorrect, the distance should be shown but just not the estimated time and fuel on board (these two correctly appear once the weights are entered, but the distance should be there without the weights.) You can see this in the photo above showing the issue with Altitude Format.

(9) The autobrake is coming on during the Takeoff roll which basically makes the aircraft unflyable as you can't take off.

(10) Shortly after Takeoff I always seem to be getting this CHECK IRS/AIRPORT POS message on the MCDU. Shown below.




(11) When setting up BTV, one cannot change the runway condition or braking action, it is completely stuck on 5.

(12) The Level-Off arrow and the indication of the FCU selected altitude below the altitude tape on the PFD logic is incorrect. In the shot below you can see that 7000 is the selected altitude on the FCU, and the level off arrow is showing where the aircraft calculates it will reach this altitude in cyan on the ND, and FL70 is displayed on the PFD, again in cyan. This is incorrect though because there is an upcoming altitude constraint of AT FL130 at HAZEL. The aircraft is in managed descent and so this constraint should be taken into consideration. FL130 should be in Magenta below the altitude tape on the PFD, and the level-off arrow should be in Magenta and showing where the aircraft will reach FL130 for this constraint. The FCU selected altitude only takes priority in managed descent if it is set to an altitude higher than the the constraint in descent, and obviously in reverse if lower than a restriction during the climb phase.




(13) The FCU Selected altitude should not change subsequent Altitude Predictions on the F-PLN page. In the shot below you can see that the FCU Selected Altitude is FL70, but for some reason the aircraft is then predicting that it will never descend beyond FL070 and kept FL070 as the predicted altitude at all waypoints right up to the runway waypoint.






(14) Likewise, entering a manual speed restriction forces the aircraft to predict this same speed at all subsequent waypoints. This is shown below. I entered 220 at DITON, to help with the turn, and the aircraft has just put the current speed as the prediction for all subsequent waypoints, ignoring any deceleration. A speed constraint should make any subsequent waypoints not have a higher speed constraint/predicted speed, but it should not affect any subsequent waypoints that should have a lower speed.



(15) Altitude predictions at waypoints are still incorrect. Below you can see the aircraft is predicting it will be at MC604 at 1450ft, but the aircraft is already at 2850ft.... But at least the Amber asterisk on the F-PLN page and the circle around the waypoint on the ND are consistent with the prediction, it is just the prediction that is totally wrong.



(16) The aircraft really didn't follow the Lateral path at all well here. Yes there is quite a bit of wind, but I would have thought that it would be able to account for that. You can see below it totally messed up the turn at D074L.





(17) I have also noticed that the Fuel Prediction seems to be quiet off, the aircraft is using a lot more than simbrief suggests it will, and the amount of Fuel On Board at arrival does not match with the EFOB given on the F-PLN and other fuel prediction pages.


FLIGHT MODEL

(18) The aircraft still seems to lift off the runway at very shallow pitch, the nose is barely a few degrees up and the VS really starts increasing dramatically, the aircraft in real life shouldn't really start to unstick from the runway until much closer to 10 degrees nose up pitch.




Again, thanks for the update, maybe some of this stuff is planned for V2, but I thought it useful to have a little stock take of where we are at the moment.

These things are not exhaustive, but just obvious things noticed on a couple of short flights, it is a little disappointing that there are LNAV and VNAV related things here when they were supposed to be big focusses of this update, but there we are...

As always do get in touch if you require more info.

Hope it is useful and best wishes.

Thank you for the detailed report, as always.

There's quite a bit to go through here, I will do my best to log each individual item with the team.

Thanks again!