Litjan

Hi Bernt, be advised that "looking back" at the ground services GUI while fueling will immediately stop the fueling process - is this what is happening to you? Jan

Very interesting! Can you do a DEBUG.txt output after you put in the route? That way we can analyze a lot easier! Thanks, Jan

Known, not easy to fix! Thanks for the report (actually VERY surprised that we haven´t heard a lot of complaints about this one already!) Jan

It looks like some sort of ground radar return... In the real plan I would say you picked up the spike from a military radar station, but we don´t model those... It might be an artifact in the terrain tile - tilt your radar to +5 and see if it persists? Jan

Don´t push her that hard! You might actually be against some sort of performance limit - hot weather, high weight, icing... Do you see the engines at full power or are they throttling back to avoind going over 0.79? Jan

Hi Tim - I am not familiar with auto info labels - how are you getting those? Thanks, Jan

Please don´t . By the way, the cabin can never have less pressure than the outside - there are big, flat depressurization panels that will simply "flip in" to make sure that never happens. You can push them in during outside-check to test them. Jan

Thanks for this interesting report! We took some measures to avoid displaying takeoff speeds and approach speeds on the EADI speed tape at the same time. So this is probably whats kicking in, here. We figured that setting approach speeds would be a higher priority than setting take-off speeds, hence the bias. Jan

No, at -200 the airplane is slightly pressurized and the doors and windows can not be opened. Remember - low cabin alt = high cabin pressure The real reason is that the outflow valve in this condition is "almost closed" (to enable the pressure to build), so no air can rush into it during rotation and hurt the passengers ears. The slight pressure also seats the windows into the frames, so they don´t rattle on takeoff (just a nice side-effect). Jan

I upped all warning sounds a bit with the next update... Jan

Roger, thanks

Glad you fixed it - out of curiosity - what is ITOW? Jan

http://forums.x-pilot.com/forums/topic/9202-cmdexe-windows-start-opening-straight-after-takeoff/#comment-96789

Hi Ron, ok, that was a shot from the hip We had this crop up a lot initially, usually attributed to conflicting plugins (please remove temporarily, then reboot X-plane) or outdated operating systems (Mac)... Does this help? Thanks, Jan

I´d have to think hard about it to get the behaviour of the altitude alert right off of the top of my head - maybe someone can post the snippet from the real FCOM? You might be suffering from the "can´t hear certain sounds" syndrome, though - usually attributed to conflicting plug-ins. I THINK you should at least hear the C-chord sound once when triggering the alert, after that the light keeps blinking without sound. I agree about the LYNDY4 arrival, but this is a different problem. Jojo reported that the restriction wasn´t imported correctly and he added it manually. We will look into why the restriction wasn´t imported initially (had some other reports about that, too) Jan

Remove or update JAR ground handling

Hi Jonathan, your assumption is correct - for now we disregard any altitude restrictions that are WAY ahead of the T/D - the reason is that it is very hard for us to determine if they should be part of the CLIMB or part of the DESCEND? Maybe we should never climb above FL195 until passing TNP? We will revisit this problem at a later time - for now just descend to 195 manually in time (you can enter a new CRZ alt of 195 in the Cruise page and do a cruise-descent with 1000fpm). Jan PS: Altitude alert will never be heard if the autopilot flies the plane.. You will hear it in manual flight if approaching the MCP alt too fast, or when straying from it for more than 300 feet (iirc)

lanmancz is partly right: You need the little black placard for both manual and standby operation - not for auto. Flying in manual is an absolute emergency, fallback mode. You want to somehow keep the aircraft pressurized - any movement of the thrust levers will change the influx of air, and you would have to change the position of the outflow valve - try it, it is fully modeled! In standby you will set the CABIN ALT to departure elevation -200, then switch to FLT. During cruise you set the CAB ALT to the suggest value according to your cruising altitude. When descending, you set the CABIN ALT to landing elevation -200. This pretty much mimics what the AUTO mode is doing, too. Jan

You most likely flicked the "light test" switch on by accident. I really wonder if there is something amiss with your computer, because the problems you are describing are pretty much not seconded by anyone else? I hope you can figure it out, Jan

Thanks for the praise, Marshall! The FMC is progressing nicely towards a point were reliability is much improved! We have not started on the "yet to come" features, though, still concentrating on the odd crash and fixing some bugs. Cheers, Jan

Totally correct. The disengage bar removes electrical power from the Flight Control Computers, which also drive the FD´s.The disengage bar is more of an emergency device, when nothing else will work in disengaging the autopilots...It is NEVER used in normal operation (although a lot of simmers seem to use it extensively, not sure where that habit started). Jan

There are rumours that there was an update to GndHandling that might fix this issue... but not sure. One of our testers got GndHandling recently and never had any problems. Jan

Thanks for the report - but without proper log files it is almost impossible to see what was going wrong. Can you read the "bug reporting guide" in the documentation (sorry, it is in English)? We at least need a movie, a gizmo-log.txt and ideally a debug.txt Vielen Dank, Jan