146 Professional

@jmarkows thanks for the tip. Yes, I am using navigraph (current cycle). I tried ADF1, ADF2 and NAV1 with no success ... but I haven't tried NAV2 yet.

The command assignment/binding shown in the screenshot below will duplicate the yoke AP button functionality, which is used to engage the GA mode, when the autopilot is OFF. The GA mode can be disengaged with FS Bars switch, or by pressing SYNC twice. Page 31 of the JF-146 manual explains the GA mode operation. [image: 4c313536-3945-40ae-9ae2-a8bfc2fff229.jpg]

@jmarkows didn't process the "From Scratch" version wasn't yet out. I probably did miss the roadmap somewhere. They plan to add things still so. It's really nice. Many thanks for your answer.

@martyn Awesome news thanks for that confirmation Martyn.

I have now carried out the following adjustments to the Performance Spreadsheet: Adjusted the Bae146 weights to more closely match those of the Just Flight aircraft. Amended the Flex temp calculation, following initial flight testing of the Bae146 versions. Corrected an error in the flex temp calculation of the EASY version of the spreadsheet. I have just released the new version PERF06 of the spreadsheet: https://flightsim.to/file/24722/aircraft-runway-performance-spreadsheet I will be carrying out further performance testing and will amend the calculations again if required. I am extremely pleased with the way Just Flight are updating the aircraft, and the speed with which they are acting to correct any minor bugs that occur. If only Microsoft could adopt the same policy....

@the-sledge There are many different classes and types of VOR and NDB stations with different power and range limitations, so it's important to determine the type and range of the VOR or NDB you are trying to use. Based on the information below, Wolverhampton (108.6) is a low power DME, intended only for terminal area navigation. And, the Wolverhampton NDB (356) is also low power and used for terminal area navigation only... The MSFS Map also shows WOL (108.6) with a DME symbol and DME description. https://ourairports.com/navaids/WOL/Wolverhampton_DME_GB/ https://ourairports.com/navaids/WBA/Wolverhampton_NDB_GB/ This might be a useful reference website for the area you are flying in... https://ourairports.com/countries/GB/navaids/list.html?start=150&show=&sort= http://www.pilotfriend.com/flightplanning/flight%20planning/uk_navaids1.htm

@sbanks75 said in Update 0.1.3 question: Greetings, I updated yesterday and did a quick IFR flight and saw a couple of strange issues and wondered if anyone else saw them.. I set my final flight level for FL240 but the autopilot stopped short at about 23,600 ft. I’d moved to standard pressure and thought it may be something to do with that, but I think it also happened in the climb, I had to manually adjust to altimeter to a bit over the target alt to get it to work In my descent, the autopilot sync with VS set went really weird. Hit the sync button, set my descent rate, hit sync again… and the autopilot tried to climb. Alt was set and armed appropriately. Tried it again during approach and it worked fine but I had what would have been a very unpleasant experience for my virtual passengers! Last one, could not arm glide slope capture on final. Was in nav mode, and the ILS lateral nav captured fine, but had to fly it manually Anyone seem similar issues. I am definitely not ruling out user error but the plane AP seemed to behave very differently Thanks. That aside I loved the rest of the updates. The cockpit lighting felt really great and the EFB changes are awesome First one (maybe others too) should be fixed with the just released 0.1.4 version.

@jmarkows Prob not 100% what you’re after but I downloaded this from flightsim.to and printed it and it’s been very helpful https://flightsim.to/file/31731/bae-146-checklist-procedures-quickview

@martyn thanks for your response. I tried changing cockpit fan and packs, but didn't notice any sound difference at all in flight. I tried moving the engines from full throttle to idle and back and it's definitely the engines making the majority of the roar noise in the cockpit. I don't know if this is how it's supposed to but just reporting my opinion on it. Cheers. P.D. I tried to record some videos to demonstrate what I mean but my iphone sound quality isn't very good so it's hard to tell the difference in loudness, but it's a lot for me. Front & back: https://streamable.com/bnl2in Engines full & idle: https://streamable.com/6ir29z

@martyn ah no problem, thank you!

@steve6248 The MCP altitude can be set using the SELECT ALTITUDE BUG assignment followed by the PLUS or MINUS assignment. An issue has been fixed in v1.3 that required you to manually disengage and then reengage ALT ARM after making any altitude selection change using that assignment. INCREASE/DECREASE AUTOPILOT REFERENCE ALTITUDE will also be supported with the release of the v1.3 update. SELECT AP PITCH HOLD REFERENCE and INCREASE/DECREASE AP PITCH HOLD REFERENCE are already supported for controlling the autopilot pitch selector. Although you won't see the selector move, the selected pitch value will change.

@greaven Toggle Afterburner as stated above, with two caveats. First, toggle afterburner is exactly what it says, a toggle. Hit it once to engage it, hit it again to disengage it, don't hold it down. With the upcoming 1.3 patch they're adding a new button (arm ELT I think) that will allow you to press and hold like the real jet.

@martyn Thank for the feedback, just to be sure for the Piper Warrior also uses WASM for the autopilot controls?

Yes it can as long as you have the FMC enabled in the 146. Check the charts for the RNAV RWY27 there are two sets of minima. One for LP one for LNAV. Your 146 can only do LNAV (lateral navigation) not VNAV (vertical navigation) so you have to chose the higher minima of 760 feet LNAV option. You set the aircraft to follow the LNAV waypoints but you still have to manually descend the aircraft (no pressing approach button like modern aircraft). RNAV (or RNP) is not considered a precision approach so they have higher minimum descent altitudes than an ILS - I see there is a localiser approach to that runway so you could use that as an option and you would have a lower decision height of 680 feet if the weather was bad. Cheers

@genista said in Topics not covered in the manual: Thanks a lot for sharing your answers ! If I may ask, I was wondering the following: What is the technical reason behind the FCOM requirement to turn on ENG anti ice prior to engine start ? And why do we have to turn off the packs for startup despite starters being electrical ? Is there any situation where the cabin/flight compartment fans would be turned off ? ENG Anti-Ice is on during start for stall/surge protection. They're switched off after each start. We switch them back on when we shut down. The Packs and APU air are switched off prior to start to reduce the overall load on the APU. When you're out in the sticks and the APU fails during a start, you've got problems... The Cabin Air is generally left on 100% of the time. This may vary between operators. The Flight Deck Air is generally on when it's a hot day. But it's annoyingly noisy!

@peterhemm It's the Ignighters which start the combustion process.

@b3lt3r if cruising at or above F280. It's correct to set F280 on the Pressurisation controller.

good to know