I tested closing the cabin door after deboarding to cool down the cabin a bit, which works quite nicely. Cabin can then be maintained in the lower to mid 20s.

@Black-Square thank you for your reply… Waiting for the fix

Disregard, I found them, sorry!

I suspect there might be some differences in the way lighting is handled in MSFS 2024 Native (Modular) and MSFS 2024 Native (Non-Modular) packages that could improve this, but I couldn't say for certain as we have no experience with the former at the moment. We do have this logged to take another look at some point, but we wouldn't be able to promise any improvements until we've looked into it further. Mark - Just Flight

Thank you all for the feedback. For any AFCAS/ATS related feedback, could I kindly ask you to raise a support ticket with Just Flight Support at the following link: https://www.justflight.com/support The F70 & F100 Professional are complex products, so in order to give our support team the best chance at offering speedy assistance, and for any potential bugs to get properly logged and addressed, could you please include any screenshots/videos of the behaviour with your ticket, as well as attaching the log file generated by the product. Instructions for locating the log file can be found here: https://support.justflight.com/en/support/solutions/articles/17000152594-where-to-find-the-log-file-s- Mark - Just Flight

Thank you Mark! I just corrected the title= entry to make it consistent with the house liveries.

The takeoff/landing performance data that we have access to for the F70/F100 is from an airline that didn't operate at high-altitude airfields, so the performance data only covers airfield elevations from 0ft to 8,000ft. This, I believe, was the standard takeoff/landing performance data that all airlines received, regardless of the airfield altitudes they were operating at. We did recently receive some performance data for an airline that used to operate at high-altitude airfields, and it appears that they had specific performance data for every high-altitude airport they operated at. I.e. there isn't a single graph that covers all airfield elevations from 0ft to 12,000ft, they instead used the 0ft to 8,000ft graph to calculate performance in that range, and then had flap 0 (dry), flaps 0 (wet), etc. performance tables for every airport they operated at above 8,000ft. With the performance data being airport-specific (based on runway length, slope, elevation, surrounding terrain, etc), that makes it tricky to implement the data into the performance calculator without extensively extrapolating the data (which would come at the cost of accuracy). We do plan on looking into this further once we implement the more powerful Tay 650 engines, which have different performance data. Mark - Just Flight

Just encountered this issue for the first time in the F70. I had positive bleed pressure from the APU. The fuel simply would not get introduced, and N2 remained around 25%

I'm not sure it's all the ATS' and A/P's fault. I'm not sure how it's calculated in the real aircraft, but I've seen that the speed trend indication is very very responsive, much more so than in any other aircraft I've flown. I usually never use ATS on final (in any plane), but I've basically having to force myself to disregard the speed trend indication or I would end up doing some very excessive and unnecessary throttle changes myself (something that did happen for the first half of my first approach, before I noticed). Also, even though it's slightly off topic, since someone mentioned FLCH, if you fly manually and have the F/D vertical mode in FLCH you'll see that the flight director has a similar problem, the commands are very large and vary very quickly. Maybe this can throw off the A/P and ATS? Next flight I do I'll try to get some footage of both of these things.

@ploodovic Agh, sorry about that. I always try to provide solutions as quickly as possible, since there is no sense in keeping people waiting when they can edit a file. I'll do my best to not keep you waiting to too long!

In both screenshots above, there are signs that the FMS doesn't have complete data entry (fields with dashed lines "-----"). It is important that all mandatory fields in the FMS are completed prior to takeoff (square boxes on the INIT A/INIT B pages) in order for the FMS to have sufficient data to operate. Mark - Just Flight

Unless there is something going on locally, as ploodovic suggestions, I'm reasonably sure the variable is not changing value, so I'm inclined to believe that you're just looking at the parallax effect of the 3D gauge. They can be surprisingly deep in the real aircraft! I actually tend to underrepresent the depth in my aircraft for fear of complaints about excessive parallax.

The Direct-To logic is something that varies between FMS software versions in the F70/F100. I seem to recall there are two main software versions for the F100 FMS (at least that is what we have reference material for). The Direct-To logic in the software version we have simulated doesn't require any confirmation after selecting a Direct-To waypoint (like the second video you linked), but the later software versions do require a confirmation of the Direct-To after the waypoint is selected (like the first video you linked). Mark - Just Flight

We believe this is related to the jetway not being disconnected prior to pushback. We have a way of forcing the EXT AC to disconnect during pushback currently in testing, and we intend to include it in the next update. Mark - Just Flight

We are aware of some door interaction issues with third-party liveries that looks to stem from livery artists using a different format in the Title= entry of the aircraft.cfg compared to our own liveries. If the Title= line does not include the door variant, then the correct door logic will not load in the simulator. We're investigating this on our side to see if there's anything else we can do to detect which variant it loaded in the simulator, but for now, the quickest solution would be for livery artists to update the aircraft.cfg Title= entry so that it is in the format of: [Aircraft Type] | [Pax Door Type] | [Cargo Door Type] | [Airline] Mark - Just Flight

There is a post here on how to get the display variables with SPAD.Next - it will need a little conversion to other tools however the variables will remain the same: https://community.justflight.com/post/51540

The "NEUTRAL" option in the sensitivity menu should allow you to control where the changeover between forward and reverse thrust occurs on the throttle axis. Mark - Just Flight

Excellent find!

Further observation: it seems the aircraft is losing track seconds after you go DCT OKAKI again.. tried it a few times and can't keep track to OKAKI. Crosswind is about 100kt from the left if that's something to consider too?

Let's start a survey amongst customers to see who's interested in extended failures even as a payware option to determine if it's value to develop it or not.