GLS Approaches - And 2 Beta Testers required (PC)

Whilst finishing the systems and resulting checklists. I realised that GLS approaches are not available, but the checklists mention them during GNSS issues. I've now finished tying ROW/ROP behaviour to GNSS, so no BTV is available, amongst other things . I should have GLS completed in a day or so, it will be gated to only runways that currently have GLS, and a code will need to be entered into the RAD/NAV page (real aircraft does this automatically)

What I would like is for TWO PC users to assist with final testing. Needs to be on the Beta channel, preferably with one user who is not very clued up on the Airbus system, and the other hopefully quite technical-minded and understands systems, ECAM behaviour, etc, at least to a moderate level. What I would need is both to try and break the aircraft in ways I can't think off: heavy landing with a single hydraulic source, approach to stall in direct law, RTO with A/SKID off, etc etc....too much to list really; will just need to have a copy of the FCOM, and make sure the aircraft behaves the same as the real one.

I will create a test plan for things to look at

I'll also post on Avsim.com, since they have a lot more PC users.

Thanks, PM if interested, the aircraft is complete, so you get a full study sim aircraft early

Below in the checklist, you can see that GLS should be gated when both GNSS fail. I need to add it, very carefully.

Thanks, I couldn't find our last messages. Am away from Friday, so I'll have everything packaged before then. Can you PM again, pls? We can carry on the discussion over there 👍️

This is whats left to complete over the next few days

• Remaining checklist audit batches after Batch 36
• Remaining ENG abnormal procedures
• Remaining FUEL leak / transfer / jettison procedures
• Remaining AIR / BLEED / PRESS / ventilation procedures
• Remaining HYD / BRAKES / WHEEL audit items
• Remaining NAV / GNSS / IRS manual/dormant procedures
• Remaining ELEC procedures needing missing FWC hooks
• BAT 1 / BAT 2 / EMER BAT faults
• TR / EMER TR faults
• ATU faults
• DRIVE mechanical / oil-overheat faults
• Network-management / external-power abnormalities
• NAV PRIMARY LOST proper live FWC/checklist hook
• GNSS rejected-by-IRs / position-disagree hooks
• ADR loss → GA SOFT INOP / TOGA ONLY
• T.O SURV OFF → correctly inhibit runway NAV warnings
• ROW/ROP → external RAAS callout enable/disable integration
• GUI checkbox for RAAS callouts, independent of QAR
• Dual-GNSS / GPS PRIMARY electrical/surveillance consequence audit
• Electrical faults → actual GNSS/WXR/XPDR/HF/FMS/LS/etc. equipment losses
• Wing fuel low-level threshold 750 → ~1600 kg
• Keep starvation/flameout threshold separately at ≤500 kg
• BRAKES HOT system/FWC speed-text audit
• G/Y SYS BRK LOST automatic FWC/checklist presentation — low priority
• PARK BRK ON vs low accumulator presentation — low priority
• Full FCOM-vs-system consequence audit
• Full ECAM / STATUS / checklist consistency audit
• Re-test all repaired failures
• Final checklist freeze
• Final system.tmd freeze
• Propagate passed system changes into normal/running/leak-fault variants

One more batch of tweaks before I head off on holiday; I'll try and cram in the final batch before the weekend. Thankfully off work atm

New / Updated Systems

• Major expansion of the abnormal ECAM checklist library
• Multiple active failures now follow a more Airbus-like checklist queue, with only the current procedure expanded and later procedures held behind
• Large additions across:
  • NAV / ADR
  • F/CTL
  • FUEL
  • ENG
  • AIR / PACK
  • SURV
  • BRAKES
  • GNSS-related failures

ADR / Air Data

• ADR 1+2 / 1+3 / 2+3 failure logic improved
• ADR 2+3 warning wiring corrected
• Triple ADR failure behaviour further refined
• BUSS / degraded air-data behaviour retained where appropriate
• Multiple ADR failures now inhibit GO AROUND SOFT
• With two or more ADRs unavailable, go-around thrust effectively becomes TOGA only

T.O SURV

The physical T.O SURV switch now actually affects runway-surveillance warnings.

With T.O SURV OFF:

• NAV ON TAXIWAY is inhibited
• NAV NOT ON RWY is inhibited

With the system ON, those protections operate normally again.

GNSS / Navigation

Further work has been completed on the GNSS failure consequences:

• Dual GNSS failure continues to affect ROW/ROP
• BTV becomes unavailable/disarms when required
• Dual GNSS loss now also drives the appropriate ADS-B RPTG 1+2 INOP consequence
• Several SURV channel-2 wiring errors were corrected for:
  • Weather Radar
  • TCAS
  • ADS-B traffic

Long-duration GPS PRIMARY LOST / inertial coasting behaviour remains separate from a simple receiver failure.

Fuel

• Wing tank LOW LEVEL warning threshold increased from the old 750 kg value to approximately 1,600 kg per wing
• Engine starvation remains a completely separate condition at approximately 500 kg or below in the supplying wing
• This means the crew now receives a proper low-fuel warning well before actual fuel starvation

Brakes

• BRAKES HOT procedure corrected to the A350 limitation:

  • MAX SPEED 250 kt / Mach .55 with the gear down

    
    

• Long-duration parking-brake accumulator drain has also been corrected (12 hour drain only when aircraft is shut down with Park Brake set)
• With normal Yellow hydraulic pressure available, leaving the parking brake set for many hours should no longer slowly empty the accumulator
• Accumulator consumption remains when it is genuinely being used as the backup braking source

Engine Oil Temperature

Oil temperature is now much more dynamic.

• Engines can begin genuinely cold rather than effectively loading already warm
• Oil temperature progressively rises after engine start
• Approximate minimum before takeoff: 50°C
• Takeoff power with oil still below the minimum can now generate: OILT TEMP LOW
• High oil temperature warnings are now tied to the simulated temperature rather than being purely manual checklist entries
• OIL TEMP HIGH logic is around the real A350 high-temperature range

Cold oil itself is only displayed if you set takeoff thrust below the real aircraft's temp range

APU ECON Mode

APU ECON has received another realism pass.

ECON already reduced:

• APU bleed pressure
• pack-flow capability

It now also produces:

• a modest reduction in APU EGT
• reduced additional fuel consumption from pneumatic loading
• essentially unchanged governed APU N1, as expected

So ECON now behaves much more like an actual reduced pneumatic-load mode

One last thing: I actually included a real-world bug in the GNSS on the A350 (Discovered by Qatar Airways flying A350s through the GPS jamming areas; I'll leave it as an easter egg if you fly through the region; real aircraft obviously currently reroute via Saudi Arabia at the moment when flying West from the Middle East.

I can't include the real Qatar Airways docs for obvious reasons, but I'll add the GNSS details in the manual, once completed

The real (and sim) aircraft requires 5minutes for the engine oil temps to stabilise before setting TO thrust), that covers most taxi times to the runway. The engines won't die; it's just not good for them.