146 Professional

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…

I believe the behaviour of the raindrops on the windows is connected to airspeed. So as airspeed increases, the rain drops will appear to flow rearwards over the windows and speed up. I suspect in this situation, when stationary after pushback, this would have been caused by the wind speed. Mark - Just Flight

We can reproduce the issue, but the difficulty comes with finding a specific set of steps to reliably reproduce it. it is something we have looked into and is something we would like to get fixed, but without a reliable way of reproducing it, it can quickly turn into a very time-consuming task with little rewards. Mark - Just Flight

Hi Xender. I can’t speak for Just Flight, but in practice it wasn’t possible to walk through the cabin when in the freight mode since there was always a freight net positioned just aft of the fwd vestibule preventing easy access aft. It could be moved aside (not easy), and while you could always look, you didn’t enter as to get down the side of the containers you would have to be very small indeed. When carrying horse boxes, pax seats would be positioned aft of the boxes for the grooms and veterinarians. Lots of extra fire containment and warning, plus the large rear freight door and the tail support required (NEVER forget the tail support if you want a quiet life!).

In service, very, very few pilots used the DSC mode for descent. It is far easier to descend in IAS/Mach with TMS N1 Sync (to achieve the required ROD) and to transit to V/S mode when required, while (of course) observing the minimum N2 limits.

FYI, for correct target: The 146-100 and -200 intermediate cruise speed is 0.65M. The 146-300 intermediate cruise speed is 0.67M. With AP engaged and ALT HOLD at FL280 and FL290 the total fuel burn would be about 2,000 kg/hr. TMS would normally be used in N1 sync mode during the cruise.

@knidarkness Unfortunately, we can’t give permission for the redistribution of our files, as that would be in breach of the licence and copyright terms we have agreed with other parties. You're more than welcome to distribute the mod with the instructions on how users can edit the panel.cfg file themselves, we are just unable to give permission for the original or edited panel.cfg file to be redistributed. Mark - Just Flight

I have been trying for several hours to make the thrustlevers work with these LVARs but although I do get some sort of movement the thrustlevers seem to jump straight back to the position I have put them at in the virtual cockpit with the mouse. I have made sure that there are no double axis assignments in MSFS2020 or SPAD.NEXT. I did notice that there are actually three LVAR variants available once MSFS2020 is running: e.g. PED_MID_ENG1_THROTTLE PED_MID_ENG1_THROTTLE_il PED_MID_ENG1_THROTTLE_SHAFT_VC Any more suggestions would be very much appreciated.

We would be happy to work together with FSDT on this if they decided it was something they would like to add to GSX. This would be a decision for FSDT to take though with GSX being their product. Mark - Just Flight

We currently have an update to the UNS-1 in development and we do have a fix for this procedure included in that. This update will be included in both the 146 and F28 once we have tested and approved it for release. Mark - Just Flight

Thanks for reporting this. We have replicated this and we'll pass this on to the UNS-1's development team to investigate further. Mark - Just Flight