Litjan

If you work for an airline that checks on you turning the landing lights on/off at FL100 via ACARS I would start looking for another employer . I will check the dataref and see whats going on . Jan

The inhibit system works ok for flaps 15 landings, though - can you describe what you think is not working ok? Jan

Thanks for the report! We have seen some cases where the waypoint won´t sequence, usually due to a wide turn and the plane not passing close enough - the LNAV is strictly following the magenta, but the wpt sequencing is dependent on crossing the wpt close enough... THis sounds different, as a direct-to did not seem to help (it usually does)... I will add this to the list and we will see if we can recreate and fix it! Thanks, Jan

Hi and thanks for the report - can you quantify "real slow" and "a lot of time"? I have timed the movement of yoke and aileron to the real aircraft, and they move about the same speed. I just want to know if you hve any other problem, there. Ideally you would make a short video and post it here... Thanks, Jan

Hi and thanks for the report. It is hard for me to say anything about the report - the landing gear I can see - there is a very outlying case where the gear won´t work without electricity, but in reality it should... The reverser on engine 1 should work just fine after an engine fire. The extinguishing agent will not destroy the mechanism. You will see that it operates more slowly than the one on engine 2, though - because only the electrically driven hydraulic pump creates pressure. So I guess it IS correct .

Yes, I love the Italian people, their country, the food and also their way to work around problems! I have been to Italy many times, everywhere from Catania to Milano - a great country for sure. The only thing not so fun is flying to LIRF, but that is another story. Yes, the green needles on the compass card show the bearing to the NDBs . the "thin" needle is NDB 1, the "thick" needle is NDB 2. If they don´t receive anything, they will simply point to the "right". You can also display pointers to the tuned VORs on the MAP modes, select the VOR/ADF pushbuttons on the EFIS control panel to do that. The RMI can show bearings to VOR1 or ADF1 (thin needle) and VOR 2 or ADF2 (thick needle). Change the selection with the pushbuttons underneath the RMI. Jan

No worries, I love Italy, I was just trying to make a joke (that aside, Italy is the only country I know that has a lot of published procedure for the case that certain NAVAIDS are inop ) For your problem: I see everything is working fine and just as intended. I suggest that you watch the tutorials and fly them - you will learn a lot about the operation of this aircraft and the way the avionics work. In this case, you have not set any wind, so the direction and velocity indications are blank (as in the real aircraft). The DME readout shows 6.6 in the top left corner (as in the real aircraft). The green NDB bearing indicators point to the 90 deg relative bearing position if no NDB is received (as in the real aircraft). If you think you have a bug (there certainly are still some to be discovered), try posting in the support forum under bug reports, we have a better chance of spotting the reports there. Happy flying and buona giornata, Jan

Thanks for the nice words! Jan

Since it´s an italian navaid, it´s probably simply not working Jan

Can´t reproduce this on my end - I only hear one bell. Thanks for the report, we will keep our ears peeled for that... Jan

Question: Can you "click" the missing buttons? I.e. are they functional, yet invisible? For standard bug chasing protocol I would ask you to remove all plugins except gizmo and pluginadmin from your plugins folder to another folder (you can move them back later), and reboot X-Plane. Please also post your log.txt file again when running the test. Thanks, Jan

This is intentional and the way it is in the real aircraft. The numbers and terrain symbology is created using the WXR Radar software (thats why you need the WXR system switch on) - and the symbology is rotated with the compass card between updates, so that wxr and mountains will stay in the right spot, even when turning wildly. The update via the sweeping beam or new terrain scan isn´t fast enough for this. Jan

I will forward this to Tom, we have seen some issues with characters from different keyboard types in flight-plans, and he has added some protections against crashing from that for the next patch... Thanks for the report, Jan

Alright, will try to verify that bug! Thanks for the report! Jan Edit: Could not reproduce this on my end... We have seen some mapping issues with X-Plane, where more than one function was assigned to one button or keypress. For example, some people had B assigned to both "brakes" and "beacon toggle". Do you possibly have a conflict with speedbrake and TOGA? To test, maybe try to raise the speedbrake for testing with the mouse instead of the throttle control? Thanks!

Thanks, Tom! Jan

Hi, I think there is something wrong with your installation - maynbe gizmo is not installed correctly, or the activation of your product went wrong. Jan

Hi, I think we have seen this problem crop up in alot of departures - let´s see if Tom has the fix for that for 1.0.5 - if not, then it´s on the list for sure! Jan

Hi Kyrre, that does indeed look a little off - thanks for the report! Yes, the 006 means that the lowest elevation shown (the black area) should have nothing higher than 600 feet. Note that we don´t show man-made objects like buildings, just terrain. Jan

Your KLAX looks ugly! Why don´t you have at least the default KLAX showing? Is your X-Plane updated to 10.45?? Jan

Yay!

Thank you, Jean - this is indeed peculiar and we will follow up on it! Jan

Not at all. Just toggle reverse and use your pedals to brake as needed. Jan

Hi Tchou, no, the models I fly don´t have brake to vacate - and I think there were some issues with that function on the 380s, too, so it was/is not used for a while. I don´t know about the later Boeing models. I have a brake-to-vacate built into my head, though . With a little practice you can judge which turnoff would be good to catch, and then I override the autobrake to smoothly slow down to reach taxi-speed just as I get to it. Jan

Yeah, this one crops up all the time. Modern aircraft (even Boeing) will read the ILS front course from the FMC database and set up the AP to follow it upon LOC capture. On the 737, the FMC is not linked to the NAV radios in any way. You have to set up both the frequency and the ILS front course. Front course information is not transmitted by the ILS, just a "fly left, fly right" information. So when the LOC is captured, the plane has NO IDEA where to turn initially, to keep the needles centered. It needs the ILS course to be able to turn onto it. After it does, it will adjust for drift (due to wind, for example). If you set up a SLIGHTLY wrong inbound course, the AP will able to compensate for that (it is the same as having a crosswind), but if the front course is grossly wrong, the AP will turn away from the LOC initially and totally run off it before it has a chance to adjust. This is exactly like it is in the real plane (take it from someone who had to overpower the AP more than once because the plane turned away from the airport on LOC capture, because he forgot to set the inbound course ) Jan

Hi, and thanks for the list. #1 known, #2 known, #3 you might be seeing the pulse-charging of the battery charger cycle, #4 intentional, #5 might be a bug, thanks!, #6 that is not quite working correctly yet and will be changed, #7 intentional, #8 intentional, #9 will try to recreate! Thanks, Jan