Coop

This behavior is working fine over here, how are your switches set up? There are internal mechanical safeguards in the system (even cabin dump won't let you get over ~12-14k ft cabin altitude)

DH altitude alert will be in next update Engine fan at TO thrust I have sound for this on my side, check your sound sliders in X-Plane? No gear noise from retract/extend see above Wind noise seems to be lacking (it sounds the same at 250 kts as sat not moving) see above AP disconnect sound is extremely quiet see above Battery overheat test doesn't work this was only a thing for very early CJs before their batteries got replaced. This test doesn't do anything anymore, as with the real aircraft. HDH mode (heading hold?) doesn't work as expected. Expected behavior: capture heading at moment of AP engagement check your turn knob, this behavior is working on my end DME speed and time stops working and displays zero, or constantly counts from zero to the value then resets to zero this is based on radio reception. Are you on the ground when this occurs? DME speed and time sometimes only reads zero regardless of changing frequencies, etc. see above Some switch have the wrong number of positions (e.g. some 2-position switches have 3 positions) what switches? After the first engine start, BOTH start lights illuminate with second engine start this is expected behavior for the aircraft. The second engine uses the first engine to start, and is indicated in this fashion. Engine spool time/EGT peak is unaffected by battery health this is something on the list we are looking to see if we can modify the XP engine model to be affected by GPU start current limiter has no effect voltage should droop considerably when under the current limit

There is likely some step you are missing from the checklists that is preventing alignment. I'd go through and make sure you don't have switches flipped that shouldn't be.

Do you have a screenshot of when that occurs? That could be if your takeoff config is not within expected bounds.

I'd reach out to TDS and advise the specific approach being used.

Left and right toe brakes are the axis to bind on your rudder pedals.

In order to debug what is going on, we will need you to send us a copy of the X-Plane log.txt file when this crash occurs. You can find a guide to get this file here: How to find the X-Plane log.txt file?

In the Islander -> plugins/is_systems/settings/settings.cfg, try setting "disable_mtuploader" to 1.

We'll be rolling out the fix with the next update. X-Plane 12.2 changed this behavior dramatically.

Correct. Once you deploy the gear for emergency, the hydraulic lines are contaminated with the pressurized air from the blow down system. You need to "send it to the shop" which in this case means a sim restart.

Yes, you can trigger many failures from the X-Plane instructor station, not everything is connected but you can fail a variety of components. We don’t have a full set of emergency checklists ourselves, but they can be found online for the real aircraft.

Make sure you are using a fresh download of the installer from X-Aviation, and not a previous installer you saved from before.

On the Honeywell control panel, you would need to select "NAV2" as the source, and make sure the right side GTN unit is in GPS mode, not VLOC.

Yeah, the white area is the takeoff trim range. But, that doesn’t mean you should engage the AP with the trim there, if you are holding control pressure on the yoke, don’t expect the AP to take over seamlessly. The plane should be trimmed throughout the hand-flying phase of takeoff and initial climb, then with the plane in-trim, you can engage the AP when appropriate.

The STEC AP being used is the internal XP STEC. It is an incredibly dumb autopilot (as it is in the real world). It definitely is night and day in behaviors compared to modern APs (DFC90 with the Entegra, or anything Garmin, etc.)