Post Known bugs..., So that Davide can get an overview Options

[Jared]

One more fuel qty update, for Petrovich, now 8,100 left 8,700 right. If gauges lie then I wouldn't take the aircraft, as I can't get to the drip sticks in flight.

This post has been edited by Jared: 20/04/2010, 19:41

[fede91]

One more fuel qty update, for Petrovich, now 8,100 left 8,700 right.

The fuel quantity decrease only in the FQI in the pannel,the fuel burned is not taken into account by FS.

h t t p://img20.imageshack.us/img20/9421/fqi.jpg

[Jared]

Ahh ok I never looked at the FS W&B thing, but that does need to be fixed.

[Jared]

Another one I noticed awhile ago and was discussed in this thread, regarding the thrust output and braking effectiveness of MD08 as of now:

http://www.flythemaddog.com/forum/index.ph...gle+engine+taxi

This post has been edited by Jared: 20/04/2010, 22:16

[Peter Vanags]

DirectX 10 Preview support in FSX, please.

[Jared]

Has it been mentioned yet about the Air Cond selection in the ground crew actions doesn't do anything, but if you select Air Starter you get external air, if not that needs to be fixed.

[fede91]

Has it been mentioned yet about the Air Cond selection in the ground crew actions doesn't do anything, but if you select Air Starter you get external air, if not that needs to be fixed.

If you mean no pressure indication in the pneumatic manifold pressure indicator or in the air conditioning pressure indicators when selecting the air conditioning supply switches to HP BLD OFF is normal.

When selecting the air conditioning in the ground request menu you will get air already conditioned through a ground air conditioned connector downstream of the pressure sensing elements,the only way to check if the aircraft is conditioned is to check if there is a temperature rise in the air conditioning supply duct.

I upload also a schematic of the system.

Attached File(s)

 Aircond.jpg ( 683.04K ) Number of downloads: 82

 

[Jared]

I see, so the Air Starter selection models the pneumatic air cart then? based on your pic I'd say so.

We know it works and how it works, just based on your pic we should not get a pressure indication unless you have the APU operating and the APU air switch is on and crossfeeds open, but you get one regardless of crossfeed positions.

This post has been edited by Jared: 26/04/2010, 9:21

[fede91]

The pressure indications shown in the pressure indicator in the overhead are correct since the sensing element is installed in the central part of the pneumatic system (yellow) the only time you won't get a pressure indications is when you ask the ground crew to connect the air conditioned,every time you will connect an other system which give pressurized air (green) you will have a pressure indication.

Attached File(s)

 Pneumatic.jpg ( 521.1K ) Number of downloads: 42

 

[Jared]

I didn't say it was wrong I was saying just "based" on the first pic you posted it appears that way since it doesn't show the three pressure transmitters, yea I know that.

[DanielH]

Very good thread. I would like to add:

- No APU Sound outside
- Pack Sound (?) disappears when turning on the packs (or is it correct?)
- wrong Slats animation outside: slats fully extend when selecting Flaps 15

"The slats are manually actuated by the FLAP / SLAT handle. Three slat
positions may be selected: retracted, mid-sealed, and extended. When the
FLAP/SLAT handle is in the UP / RET position, the slats are retracted. When the
FLAP/SLAT handle is in the 0° to 13° range, the slats are in the mid-sealed
position. The slats will be in the extended position whenever the FLAP/SLAT is
in the 15° to 40° range. The range between 13° and 15° is the DO NOT USE
range."

- ground steering too sensitive, especially during takeoff and landing it's nearly impossible to keep the plane stable on the runway

- one wish from my side: Perhaps another gear indicator if possible (pls see picture attached)

Brgds Daniel

Regards

Paul

Thanks for that, but I'm not quite convinced. The Slat indicator changes from takeoff to landing when I extend the flaps from 15 to 28. So if the Slats are already extended with flaps 15, why does the slat indicator change from takeoff to landing? As I flew with the Maddog in real life, I had the impression that the Slats had three positions. Till Flaps 11, they extend 1/3, then with Flaps 15 let's say 2/3 and with 28/40 complete

Brgds Daniel

[rick]

Hi ladies and gents, these may not be bugs but i think they are worth having a look. First i would like to say very nice product. Ive had the md80 since it's release. These are a couple of things that in my view would put the icing on the cake of a all ready excellent product. The 1st thing i see is the engine response to throttle movement. To me it seems a bit sensitive. Ive flown the 80 for a short time and other aircraft with the same engine type. When the engines are sensitive, it becomes difficult to fine tune a power setting. When i move the throttle a little, the engines spools quickly and has a greater change. This makes speed control a little difficult during approach and taxi. This is a hard 1 to explain but for example. When flying the real jet if i find myself a little slow or fast, i can move the throttles about a knob width for or aft and i will get a nice controlled speed change. Once near my target speed i can return about half a knob width and that usually locks me on to that speed. When flying your 80, if i move about a knob width i get a greater rpm change than i would with the real jet and other add-ons. These type prats are known for being a little sluggish also. This is 1 of the reasons you want to reach idle by touch down instead of 20 to 50 feet like other jets. I know its doable as i don't see this problem in other add ons. My throttles are properly calibrated and this 80 is the only 80 i see with this problem. The 2nd issue i see is also related to the engines. I think there may be a slight issue with the thrust and drag ratio. The MD series aircraft are known for having power on initial climb out. When viewing from the ground or sitting in the cabin, you notice the high pitch these aircraft have on initial climb out. This is a function of pitching for v2+10. This procedure gives you the best straight ahead climb performance but kills you in the turn. Until reaching min-maneuver you are limited to 15 degrees of bank. Take the 80 past 15 degrees while at v2 or v2+10 and you will notice the slight buffet in the airframe. You either accel to flap retract speed and stay configured for the turn or clean up and accel to min-maneuver for the turn. When flying the md08 i notice that the speed stops at around 15 degrees pitch regardless of power and weight. At medium to heavy weights on the real jet i see an average of 17 degrees to capture v2+10 with reduced thrust take-offs. Full power usually gets you 17 to 20. At medium to light weights with 20 degrees with full power, the jet continues to accelerate. This is why they tell you 20 degrees max pitch. Things get interesting fast with an engine loss with more than 20 degrees pitch. I know i just sat here and blah blah blah, but i think this would make your jet the best ive flown on flight sim. Im an old school pilot and i preach and teach pitch and power. This is why these 2 things stand out to me. The md80,md11 and dc10 are know for high pitch at takeoff. I flew the 10s for 10 years.

[Andrew]

Hi Davide,

Here's a screenshot to demonstrate the discrepancy between actual fuel flow (FS model burn) in relation to the false readings provided by the fuel flow gauges. The AFSD PPH readout shows the model is correctly burning about 2500-2600 lbs/hr but the fuel gauges (set to LBS) indicate roughtly 900 lbs/hr. Even if this was a KG value (as the gauge face itself is in KG - please correct if you can!), 900 KG/HR converts to about 1950 lbs/hr, which is still not correctly representative of the actual burn.

 Fuel_Flow_Discrepancy.JPG ( 157.85K ) Number of downloads: 81


As an addendum - this also happens on the EDP equipped panel, only digitally ;-).

Thanks,

Andrew Reynolds
FAA & Transport Canada Licensed Dispatcher
B727, B737, DC9, MD80/90 Systems & Performance Training

This post has been edited by Andrew: 28/04/2010, 15:27

[Andrew]

Another one for you that I forgot to mention earlier - great circle lateral track.

It appears that while LNAV is correctly flying a great circle routing between the aircraft position and the active waypoint, the ND depicted path is not. It's most noticeable if you select map range 5 at the approximate mid-point between the past waypoint and the active waypoint. The greater the distance between waypoints, the more pronounced the position/track deviation gets. So the great circle logic will need to be applied to the depicted paths between waypoints.

 GreatCirc1.jpg ( 562.66K ) Number of downloads: 69

 GreatCirc2.jpg ( 246.51K ) Number of downloads: 69


Regards,

Andrew Reynolds
FAA & Transport Canada Licensed Dispatcher
B727, B737, DC9, MD80/90 Systems & Performance Training

[Paul Edwards]

Thanks for that, but I'm not quite convinced. The Slat indicator changes from takeoff to landing when I extend the flaps from 15 to 28. So if the Slats are already extended with flaps 15, why does the slat indicator change from takeoff to landing? As I flew with the Maddog in real life, I had the impression that the Slats had three positions. Till Flaps 11, they extend 1/3, then with Flaps 15 let's say 2/3 and with 28/40 complete

Brgds Daniel

Hi Daniel

Hope this helps. Sorry it's brief, but lacking the time to properly respond now.

The TAKEOFF slat light illuminates if the slats are appropriately positioned for
flap settings of less than 26°. The slats may be in the mid position (flaps 0°
to 13°) or full extend position (flaps 15° to 24°) when this light is on.
The AUTO slat light illuminates if the Autoslat system has actuated to extend
the slats from Mid to Full. Illumination of this light is always accompanied
by the illumination of the DISAGREE slat light.
The DISAGREE slat light illuminates if the slats are not in the expected position
as selected by the flap range. This light illuminates during transit conditions
or if the slats are in the wrong position.
The LAND slat light illuminates if the slats are appropriately positioned for
flap settings greater than 26°. The slats are in the full extend position when
this light is on.

Regards

Paul

This post has been edited by Paul Edwards: 29/04/2010, 6:45

[massimo]

Slip Indicator light (ND) don't turn on.

[foxtrot1]

ALTERNATE GEAR EXTENSION.

Even if there is no handle on the F/O side, At least have the option of dropping the gear with CTRL+G.

The Because the Hyd Systems are Bypassed, the Gear Doors will remain open. (so the light stays on)

The WHEEL NOT TURNING LIGHT.

And Finally, the Autopilot off warning. Not just during the Auto-land, but during all disconnects. This was optional.

[Fritz Essono]

Hi Davide,

Thanks for the update. Too bad you don't have someone working on the VC for you though...

Could you please for a next update, if you make another one of course, put the VHF radios at the right positions in the VC ?? [Currently VHF3 is where VHF1 should be_ considering the 2D panel depicts the right positions] I've tried to edit the panel config myself but after editing the transfer buttons don't follow...

Bye

[VulcanB2]

* TAKEOFF modes are broken. Should only change mode from TAK OFF on selection of a new mode on the MCP.

* MAP mode on the WX RADAR is broken

* GCS doesn't always appear in the analogue WX RADAR display when active

* RADAR sensitivity doesn't always display on analogue WX RADAR display

Best regards,
Robin.

This post has been edited by VulcanB2: 14/05/2010, 15:45

[AJ.eightFive]

- Autobrakes do not automatically apply the brakes in the event of an RTO (ABS selector on T/O, ABS Armed, Autospoiler Armed, RTO initiated at 120knots, nose gear on the runway, full reverse selected by keyboard shortcut or joystick throttle). Verified by at least two users. Maddog 2010 Pro with latest installer. Asuming all panel configurations affected (tested FMS/EFIS with VC and Full Analog, CMA900, PMS). ABS on landing works correctly.

This post has been edited by AJ.eightFive: 23/05/2010, 17:10

[Fritz Essono]

Also, in the VC, Autobrake selector doesn't have "TO" position... Visually.

This post has been edited by Fritz Essono: 24/05/2010, 7:23

[skypara]

Hi Davide!
First - the Maddog is one of the best simulations in the FSX wolrd. I started using in just recently and I wonder how I missed it for that long. One can easily put it together shoulder to shoulder to the PMDG MD-11.

There are a few things that still keep the MD-80 slightly behind:

1. This in NOT a bug, however why not consider - the VC textures can be upgraded a notch. These days we have Hi-Res cockpits and they are winning more customres only by the stunning graphics inside. I find the Maddog kinda outdated...

2. One bug I have is major and related with arming of the spoilers and autobrakes on take off (only). While I choose not to use the autobrakes cockpit I can not avoid the spoilers alarm sounding no matter what I do.

3. The VC lighting is a bit neglected (compared to the 2D). With so many lights buttons to control - the use of only flood light makes me feel a bit sad...

If these point can be fixed I will find myself flying the Maddog for long time - even after new airplanes emerge on the market...
I hope for the bright future

[Marcelo Castella...]

After i´ve the sp1 installed the ABS light on virtual cockpit stoped working. is there any solution for this??
I´m using Maddog 2008 Pro on FS2004 and Windows Xp SP3 x86.
Regards from Argentina

This post has been edited by Marcelo Castellani: 29/05/2010, 0:12

[Fritz Essono]

Davide...
Check the radius size [don't know if it's the right word for this] of the Maddog Pushback in FSX. It's HUGE.

[Mamel]

I think the True Air Speed (TAS) and Ground Speed (GS) indication are inverted. Flying on a hdg 165, wind 260/05, 459 kts of TAS and FL330, I get a GS indication of 447 kts. Shouldn't it be the opposite? the TAS indication is the GS and the GS indication is the TAS. I give my excuses if I'm wrong.

Best.
Juan.

[VulcanB2]

Issue with transition from

CLMP/TAK OFF/TAK OFF

to

EPR LIM/TAK OFF/TAK OFF

Sometimes fails to see selection of CL on TRP, and fails to auto-enter EPR LIM mode at this time.

In addition, it also then goes into HDG HLD and ALT HLD on the FMA, instead of remaining in TAK OFF/TAK OFF. It only does this when it fails to transition to EPR LIM on selection of CL.

Fix:

Cycling of modes on the ground with FD ON seems to ensure this behavior does not occur, though it appears to be random when it does.

I get a GS indication of 447 kts. Shouldn't it be the opposite? the TAS indication is the GS and the GS indication is the TAS. I give my excuses if I'm wrong.

FS is broken here. The aircraft is flying at a density altitude several thousand feet lower than it should be. This is an FS error. Beware temperature! I find it reads correctly here.

Best regards,
Robin.

This post has been edited by VulcanB2: 21/08/2010, 2:23

[VulcanB2]

Font issue in analogue panel. [][] next to pitch scale on ADI.

Analogue panel update issue. Not smooth; moves in steps. EFIS nice and smooth.

Best regards,
Robin.

[VulcanB2]

When loading the wing to maximum capacity (10498 lbs), fuel quantity indicator does not indicate contents correctly.

See attached.

Best regards,
Robin.

Attached File(s)

 fuelqty.jpg ( 47.45K ) Number of downloads: 15

 

[VulcanB2]

In the fuel planner, taxi fuel is not added to the block fuel.

Best regards,
Robin.

This post has been edited by VulcanB2: 23/08/2010, 2:38

[Andrew]

When loading the wing to maximum capacity (10498 lbs), fuel quantity indicator does not indicate contents correctly.

See attached.

Best regards,
Robin.

Main tank capacity is 9,250 LBS though, so to begin with it should not be be fill-able to 10,498. I have yet to understand why the load manager will allow you to fill to greater than capacity, since even with variations in fuel density the count would not reach anywhere near that high.

This post has been edited by Andrew: 23/08/2010, 2:52