Hier der AP-Thread im Level 6-Forum:
Gruss
Rolf
http://www.leveldsim.com/forums/foru...p?TID=349&PN=3
Inzwischen hat auch schon ein Administrator von Level 6 Stellung genommen zu einigen Bugs und einen patch in Aussicht gestellt.
Zitat
AFDS
- Some people are reporting a sudden and fast inappropriate trim movement that causes the aircraft to crash. It seems that playing with FSUIPC joystick parameters has fixed this problem for some people, but not for all. I’m collecting data about that for now and I will work on it asap.
- ALT HOLD is over/under correcting stab trim during turns and speed changes, especially at low speeds (as for LOC capture). I’m already working on it.
- LOCALIZER tracking is not good with crosswinds in the last 500 meters of the approach. This is a known "feature" that will be fixed, but we decided to not retard anymore the release because of that (we were concerned about rumors of possible heart attacks among our fans if we did so )
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Weiter wird aber auch von Problemen mit PFC-Geräten gesprochen:
Zitat
AP-Problems with PFC
Thank you to Bob Scott,
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Make sure that the "Suppress possible interference from GamePort throttle assignments" option on the main tab of the PFC driver page is ***NOT*** checked. That option was put there specifically for PIC767 in FS2000/2002, because the method by which the PIC (and presumably LDS as well) panel's A/T controls the power is via the same mechanism as the regular joystick input. Selecting that option kills the A/T inputs to FS.
Second, I've found that if I firewall the throttle either full up or full idle, the A/T is less prone to jumping around. It appears that any time the PFC throttle input value changes, the throttle input to FS is set to the PFC throttle value until the LDS A/T resets it to where the A/T wants it. The net result is seeing the throttle target bouncing back and forth and jerky rapid changes in the power setting. If you leave some headroom in your throttle calibration, so that the last 1/2 inch or so of travel does not change the throttle input value, then it will prevent the PFC throttle values from drifting and causing these spurious power excursions.
I believe that something still needs to be done to disable the PFC throttle input while the LDS autothrottle is active. When the power is advanced for takeoff, it ratchets its way up, giving the definite appearance that the A/T and the PFC control are fighting each other. That could be accomplished by either programming the appropriate FSUIPC calls into the panel to disconnect the PFC axes during A/T operation, or by PFC, FSUIPC, or a utility program if a means is provided to ascertain if the LDS A/T is engaged.
Regards
Bob Scott
ATP IMEL Gulfstream II-III-IV-V L-300
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