Thank you for the explanation. It's such a shame.

I just took a look at the Starship manual, and the section dedicated to the turbine really impressed me. I was aware of the reputation of your products, but I never imagined anyone could develop a Caravan Supercargo with this level of detail. I'm going to save the PDF to read and study it in depth. The wait until the release is going to be tough...

That's what I would think. I'm waiting for Nick to weigh in, but I don't want to be a nuisance with the pings.

Hi mark, Thanks for taking the time to reply, I had a search on the forum and see someone say they had the same problem. They solved it by ensuring that both nav radios were tuned to the ils. I have tried this solution and it seems to have solved it. I will keep an eye on it and raise a ticket if I can replicate it again. Thanks again for replying. Ross.

I recall this coming up during the testing of the 146 in XP12. It is expected that the TGT will peak out of limits if the throttles are very quickly advanced from idle to full power; however, I do agree that the TGT peak is quite excessive when this occurs (although there isn't any data out there to confirm/deny that). From the discussions I had with the development team, the high TGT peak in this instance is predominantly a side effect of having the engine simulation accurate throughout their normal range. So if the throttles are advanced at a normal rate, the engines will behave accurately and the TGT won't go out of limits. I'm unsure if the needles should be able to rotate 360 degrees, but again, it's one of those things for which there is no data/reference material available for, as no one wants to be overheating the engines on the real aircraft. I will, however, raise this on our internal bug tracker for the development team to take another look at ahead of a future update to the 146 XP12. Mark - Just Flight

It is good practice to allow the aircraft to level off at a preselected altitude before dialling in a new altitude. I don't recall if it's in the 146 or RJ FCOM (or both), but one of them does advise pilots not to adjust the preselected altitude during the altitude acquisition phase. From the input we've had from pilots, as well as various reference videos online, we find that pilots flying these older aircraft types spend more time thinking about passenger comfort than those flying modern airliners. For example, a lot of RJ videos online show pilots descending in V/S mode and slowly increasing/decreasing the VERT SPEED value rather than using LVL CHG mode. Even a relatively 'modern' looking RJ is a lot more involved than a modern airliner! Mark - Just Flight

I was using Su4. I've just tried it again with the SU4 update from last night and it seems to be OK. Still got the VR problem but at least they are moving now. My bad for not trying it with the current release

@jmarkows LNAV approach. Achieves the same thing as a non-ILS VOR or NDB approach with similar minimums except the GPS is providing the lateral guidance.

@Zwoop68 That did the trick! Unfortunately, the copilot seems to twitch in the seat a bit. I really hope Asobo rethinks their motives for taking away these options from 3rd party developers.

No worries! I’ll sit tight and wait for SU4 to hopefully fix those issues!

@Iconography That bug report for SU4 beta sounds exactly like what I am experiencing. I’ll probably go off the beta back to SU3. It’s interesting it only affects certain planes. Fenix A320 is fine for example.

I was actually unaware of the rudder-to-aileron mixer, which is surprising, given its prominent listing in the flight controls section. I'll see about adding that for the next update. Electric trims do always work in my aircraft, because most hardware inputs directly set the trim variables via the native commands. It's only possible to intercept some of these events, and it's also relatively "dangerous" to do so, because it's such an essential input. As you can imagine I sometimes I have to make difficult decisions about features that might go wrong for even 1 of 1,000 users depending on their setups.

Another strange statistic : the longuest flight duration is 4h48m. All my flights were under 30 mn.[image: a6170b63-05ed-4f54-9cee-56030e510717.png]

I can confirm this but I can actually reproduce it. Flying from EETN/26 N0302F360 DCT ORTAX DCT LOGNA P31 KEDUX DCT EMGAR Z717 BODLA L733 LOLPA Z14 ERAKU DCT EDAZ/25. Did it write and it happened twice. Also on 1.2. Funnily enough at the same time when entering briefly touching Russian airspace at Kaliningrad.

Ignore, I've worked out what happened. I use PF3 for ATC and the keypress for a direct is CTRL-SHIFT-D. In MSFS the keypress SHIFT-CTRL-D toggles Dump Fuel (which I didn't know existed). I must have pressed CTRL-SHIFT in the wrong order and dumped all the fuel! Needless to say, I will be deleting the Dump Fuel assignation in MSFS!

Same goes for me...! As you can see, with this livery there is no aircraft body... On today's flight, at least one of the other liveries is fine... Rob [image: a4d11c47-2aec-45ab-8097-73cc8a9cfd77.png]

@Black-Square Have you noted that for the next update?

@Woolies Development is ongoing. Currently involves all the avionics and systems, so nothing to show apart from reams of text and assorted gibberish. Main focus just now is the F70/100, so expect to see plenty of stuff about that over the coming weeks - and plenty of posts underneath each news item asking about status on the A300, L45, Tornado, Blackburn Botha etc etc As soon as we have more to show on the A300 we'll be posting a dev update. Thanks for your interest in the project - it is much appreciated

Sorry to hear of this. It sounds like something Just Flight Support will need to fix. There is a link on their website at www.justflight.com See: https://www.justflight.com/support

I found it. One error, one clickspot. Fixed now. Thank you!