146 Professional

@avionic ah ok didn't know that. That explains it thanks!

@flyforever I believe both methods work - when I climb - I normally do it in IAS mode and will get to the climb rate then engage IAS and finally AP. If I want to change it then use the temp AP release and pitch to what I want then release. On descent 99/100 I use use and will use the method I outlined first - new alt, VS, pitch control and down I go - normally around 2300fpm which holds around 250kts. That sequence does work equally well for climb (for me).

The orange "speed bug" on the airspeed indicator is just a bug on the instrument and only interfaces with the fast/slow speed deviation bug on the ADI. However, on many aircraft - the fast/slow deviation scale on the ADI is actually deactivated. Don't know why. Just something I've noticed with some old 146's out there. It does not interface with the AP or flight director modes to answer your IAS vertical mode question. When IAS mode is selected the pitch attitude of the aicraft is automatically controlled to maintain the airspeed existing at the moment of mode selection. vAPP is a pretty standard SOP selection so it can drive the fast/slow scale on the ADI, which gives the pilot good feedback when flying an approach. As for it's use in other phases of flight - it would be up to the operator but set it as you see fit! Patrick

The typical method to set cruise on the 146 with the TMS was SYNC #1 N1 & TGT modes both on. You then dial in a cruise TGT - and the #1 engine would then go to that set EGT. The other engines will now sync with the #1 N1 - avoiding harmonic irregularities in the cabin - and forgo trying to set the TGT. The TGT between engines would be markedly different in some cases (particularly #1 & 4 vs 2 & 3) so using TGT sync only wasn't typical in cruise. Patrick

Hi Fori, There is some confusion here. Your Pitot heater isn't frozen. The AIR LO TEMP annunciator means the temperature in the wing and tail anti/de-ice air supply ducts is low. This is usually because of insufficient air-flow. In your picture your ENG AIR supply switches are off - the APU air is not sufficient for ice protection. It is usually not required to run the inner-wing de-ice at the same time as the outer wing/tail anti-ice. This is because in the decent through icing conditions the engine air flow is usually not sufficient at lower powers. When flaps are extended beyond flaps 18 then you would utilize the de-ice, along with use of engine air. Speedbrake is handy in this case for keeping engine speeds up sufficient to provide sufficient bleed-air flow. Just many of the plates you have to spin/juggle flying a 146/RJ!

Today I did not get callouts when the localizer and glideslope were captured. Under what circumstances can this happen? LOWI East Approach (LLZ/DME) via RTT NDB at an altitude of 9.500 ft. Karl

@tommchowat Beautiful, thank you so much!

@mhaviate Thank you! I had a fire handle pulled out on the 146 and couldn't get it back in.

@martyn Thanks for explaining. Would it be possible to consider amending the logic to accept the OFP values in effect as a final loadsheet unless they would exceed airframe maxima? Not a showstopper but I do like things tidy :-) (Needless to say eagerly waiting news on the RJ, -300 and 747)

Thanks for the answer. In the meantime, I have actually found my error: AC Pump "Off". Again a problem, which is not a problem at all. Sorry! :/ That with the TMS will then probably be a bug. Good to know that the lower limit is 600c. However, the error described above has also only occurred once so far. I had only wondered. :)

@johan217 Thanks a lot!!

I have found the solution. After much testing FSUIPC does control the degree of nose wheel steering and allows you to alter the maximum speed that nose wheel steering will operate. So by setting the Max Steering Speed in FSUIPC to 60 kts the degree of steering gradually diminishes as the airspeed increases. I have also used FSUIPC to reduce the rudder sensitively and this seems to produce a much better and more controllable response. Like many of these settings it does seem to take some tweaking to produce the most satisfactory result. So I can recommend FSUIPC if anyone is thinking of purchasing it.

@mhaviate I finally found the solution! It was a logitech problem. Must edit the registry. https://support.logi.com/hc/en-gb/articles/360023194074

@mhaviate I was able to find a fix for this myself. In windows VR settings activate VR by key press rather than putting headset on. Assign a joystick key to activate VR in MSFS. Run MSFS in windowed mode. I keep it small to reduce burden on the system. Leave mouse pointer somewhere on the windowed MSFS and not pointed at the desktop. Activate VR. (MSFS will still be visible on desktop monitor with mouse pointer in the scene) Now the mouse and the VR controllers will be able to select things. If MSFS is minimized to the task bar, as normally happens when putting on the headset, then the mouse and controllers will not work.