146 Professional

The v2.3 (0.2.3) has just been released for our customers and should fix the EFB issues. That will be available on other stores, including the MSFS Marketplace, sometime in the next few days.

The v2.3 (0.2.3) has just been released for our customers and should fix the EFB issues. That will be available on other stores, including the MSFS Marketplace, sometime in the next few days.

The 146 Electronic Engine Display (two fitted side by side) are the same as that of the RJ. The Pilot Flight Display (PFD) and the Navigation Display(ND) fitted to many 146-300 and late 146-200 types/variants as standard are not the same as those fitted to the RJ. The 146 aircraft retain the standard Altimeter and ASI\Mach meter fit and standby horizon.

The PFDs and NDs require Signal Generators (SGs) and various failure warning lights/switches as well as additional selector panels for each pilot. They work well and are integrated with the normal GNS-XL/XLS/XLS Enhanced, as well as radar display, wind shear. wind arm information, and some TCAS information, and provided pilots with a nice plan view of the route etc.

There is, or was, a modification available that replaced the electromechanical HSI type display and the electromechanical FD with flat screens. These were called FPIs. The manufacturer sold these under the pretext that it would lower maintenance costs for aircraft operators. With this fit was a requirement for switch panels, warning lights etc, etc.

Hope that helps.

Thanks @Derek, absolutely agree with the shortcomings of YouTube's audio compression. I'm an audio engineer (music, not planes :)) by trade, so critical listening is part and parcel of what I do.

However, I would add, that I am not debating the subjective quality of the sounds, I am querying the objective accuracy - as I cannot hear the distinctive LPF being applied with TAS as per my original post. It is the same in the current build of the 146, and in my opinion (as someone who is passionate about audio) is the one thing that I'm not a fan of in the product.

Thank you! Yes, understood - I'm just trying to figure out what I can't do because I don't know how to do it Vs the aircraft doesn't support it.
Edit: just to confirm, these two functions are in the maneuver menu, pvor and sxtk. Unfortunately both are disabled in the justflight 146. Maybe for a future update! :)

Oh no, I really should wear my glasses next time... Thank you !!

That's excellent Mark, thank you. Great answer above and noted, but it occurs even at low speeds/alts and with YD on, and the FD sways around with it. Obviously a bug of some kind and great to hear it will be sorted. Looking forward to the RJ a lot.

Issues with throttles 1 and 2 not moving in the 146 Professional are typically caused by a control assignment conflict, but this can depend on which external hardware you are using.

We have the following FAQ which covers a solution for this issue: https://support.justflight.com/en/support/solutions/articles/17000129923-honeycomb-bravo-thrustmaster-tca-throttle-quadrant-throttle-issues

Hope that helps.

Mark - Just Flight

MB. Thank you. I wrote that on the Eurostar, hence a few typo mistakes, and now it’s too late to edit, but I hope it helps the JF146 community.

I think it would fit nicely between the default CL-415 and 747 Supertanker options.
If the career/missions support third-party aircraft for firefighting (I think they said generally you could use other planes in career mode when the developer add some specific meta-data to them?), that would definatley be a great addition (maybe in combination with a GNS or GTN in the 146?).
Would even pay a bit extra for those models.
https://www.youtube.com/watch?v=EkEPI5_IQdo <- Another great video of 146 firefighter

Thx, will try this

Apologies for an error in the above - having a senior moment between finger and brain… too late to correct as more that 3 hours elapsed since original posting.

The thrust reduction during a normal take-off follows completion of flap retraction. Acceleration from V2 +10 to progress through the flap retraction schedule usually commences from a minimum of 400 ft agl. However, thrust reduction ‘cut-off’ may commence as early as 800 ft agl during a noise abatement climb.

Hi neinnunb.

A single chime as the main wheels leave the ground does sound like a Not in Position (NIPS) alert. Given what has previously been disclosed, it certainly sounds like an air condition switch out of position.

A see that ‘A-Former-User’ hasn’t yet posted the no APU air procedure. I will do so later today.

With the battery ON and with no other power, the electrics are at the EMGY level. At EMGY level the only comms available is VHF 1. Of course it should be ON (in practice they were never selected OFF as the avionics switches did the job). At the EMGY level the avionics master switches are bypassed by contactors to power VHF 1. So VHF 1 (and switched ON)should work with just BATT ON and is correct.

With a GPU plugged in and powered (BATT OFF) only the Ground Services Bus is powered. To power the main AC Bus bars requires the EXT PWR switch on the overhead paper to be selected ON. Only then will DC 1 and AC 1 become available and other avionics available when the avionics master switches are ON.

Hope that helps.

Bugs with the bae146's throttle?

Pedantic mode. The 146 is not equipped with ‘throttles’… it does have THRUST LEVERS though.

As Mark suggests, the flight idle bulk is a bit of a movable feast. The settings are referenced to N2. There are two flight idle bulk positions; 60% and 67% N2. During approach, below 200-250ft rad alt with engine anti-ice OFF, the bulk will reduce to 60% N2. With engine anti-ice ON the bulk will be at 67% N2. Apart from when there is a DC 1 or DC 2 failure the flight idle bulk will withdraw on landing and allow the thrust lever to be retarded to ground idle. From a performance viewpoint it’s important to close the thrust levers to ground idle quickly and to select the airbrake lever through its bulk and extend the spoilers. A few early aircraft only had the 60% bulk and it was important to observe the 67% limit with engine anti-ice on.

Hehe.

“ Can someone confirm whether it's possible for the 300QT model to takeoff from LOWI. The runway length is 2000 meters, and the 146 needs only 1300.Yet, I am forced to go to the very end of the runway and with the stall horn blaring. The aircraft appears to be a bit underpowered.”

If runway limited then full power should be set against the toe brakes. If you are ‘dragging the a/c off with the stall warning [stick shaker] operating you really should be using another flap setting. 24* or 30* flap would likely be better options in ‘sim-world’ as it sounds like you haven’t even reached V1. An engine failure with the shaker going off would end very quickly in an expensive mess at the side of the runway as the a/c is below VMCA. For fun… try cutting an outboard engine as you rotate. 🙂.

FYI, Many RJ-100 aircraft had a mod to allow departure from London City with 33* flap. The mod silenced various warning that would normally alert to a 33* flap take-off being attempted.

If the outer low pressure illuminates due to a pump failure, the recovery is:

left and right STBY pumps ON relevant common feed OPEN

That should restore operation.

Loss of both main generators will (providing the green hydraulic is operating) trigger the STBY GEN to operate. The normal GREEN HYD systems are ‘lost’ in favour of running the STBY GEN. One of the first check list items will be to select the PTU ON in order to support the STBY GEN.

With the a/c now at the ESSENTIAL POWER level, the fun start! Amongst the joys to come are EMGY GEAR lowering, use of the STBY GEAR indicator lights, no airbrake, yellow spoilers only, loss of nose-wheel steering, half speed flaps, and calculating landing distance required.

Hi. There are many different types of RNAV equipment available to 146 operators. The most worst to use was the Trimble system (know as the ‘tremble’ to long suffering crews). Operators later standardised on various versions of the GNS system. All were capable of BRNAV, but ISTR only the GNS-XLS Enhanced was capable of being approved for RNAV procedures.

I not sure that the UNS version modelled for the JF146 was ever standard fit for the aircraft. I’ve used later version of the UNS (on corporate jets) that were capable of full RNAV including approach, but I don't think the early models were any more than BRNAV capable.

From a ‘Simming’ viewpoint, if the required SID/STAR is in the database, I would use it - but check that the various waypoints are correct first. btw, when using using RNAV routes/approaches/departures, other than removal as part of a routing, it is not permitted to amend or extra insert waypoints.

To add to the discussions above.

During a turnaround at an out station, if no APU or GPU available were available, the preference would be to leave engine #4 running. This is because pax entry/de-plane would normal be conducted through the left front and rear stairs. If fitted, his would be via the aircraft’s own steps. Great care and a full briefing to baggage loaders would be required, otherwise extra paperwork would follow.

In circumstances were no APU/GPU and engine 1 or 4 is kept running, a x-start procedure can be used to start the other engines.

Another reason that crews could find the APU not available on ground is airfield noise restrictions banning their use.

btw, there is also the dreaded DC battery cart ‘dark start’ procedure. But such talk is best left until Halloween…