Will try again today…

@LostPilot Thanks, and I tried to do that with the BkSq Bonanza. You could see the aircraft in the selection, though it was a bit weird, but when you tried to load it to fly, it would never load.

Does anyone have a video to make a comparison? I'd like to hear it before I buy it.

Hi jmarkows. That question opens a Pandora’s box!

The phraseology and naming of approach types for the equipment has changed several times during the past 25 or so years. It doesn’t help that the USA have their own designations and that the 146 did not use the UNS 1. Normal equipment fits used to be Trimble or GNS, GNS-X, GNS Enchanted. The Universal SCN 1001.X system raised the bar by introducing certification that improved the RNAV capabilities and introduced RNP capability AND Automatic Dependent Surveillance.

I have used versions of the UNS 1 on other aircraft. As with the GNS-X it was capable of what used to be termed BRNAV - that is point to point NAV using GPS input along airways, SID, STARS. The UNS I’s that I used was also capable of VNAV approach too, but there were limitations - but don’t ask me what they were - not quite ILS limits though.

But it’s not just about the FMS type as to what the aircraft is capable of. There is also the requirement for integration and certification with the aircraft type, pilot training, and company approval.

I would suggest that the equipment would be capable ‘in simworld’ of airways, SID, STARS and possibly lateral navigation such as an overlayed VOR/NDB/LLZ approach with vertical profile flown as a continuous descent approach (CDA) using V/S mode.

BTW, you mention RVSM in passing. I think only one 146 is operated as RVSM capable. The primary reason for this that the type (apart from the above mentioned aircraft) is certified for 30,000 (original aircraft delivered to Australia is 31,000). Getting there is a struggle at high weights and temperatures! Went there a few times for the tailwinds (pre RVSM days) and I don’t think we saw more than 210 kts IAS until descent… Oh happy days.

@Mark I did some more "holding flights" and it definitely needs investigation.
-Often i notice that the RJ is turning first a bit in the wrong direction before entering the holding pattern. Example entering the KERKY holding at Brussels
-Entering a holding pattern from a direction different from the inbound track seems impossible with LNAV. I manage to enter the holding pattern only with HDG select until the RJ is more or less on the standard inbound track, thereafter switching to LNAV is ok.
-Unable to exit the holding using FMS2.
-The holding pattern might be flown more accurate too i feel. The RJ should correct wind effects more precise.
-Clicking NEXT HOLD deletes the waypoints on the legs page between present position and the next holding fix. Shouldn't it just add a next holding to the legs page ?

Flying the RJ is wonderful, congratulations to the developing team

@Martyn I should have thought of that myself 🫢

Thank you Martyn.

It's a combination of a number of factors. There are some technical limitations on the MSFS side, which affect mostly the starting mixture position. As for flooded and hot starting procedures, I designed the reciprocating engine simulation around my personal experience with fuel injected Lycoming engines, and adapted this simulation with the help of real world Duke owners to match their aircraft. Lastly, I reduced the rate at which some things happen in the simulation (such as priming via the fuel pumps), based on user experiences with my previous aircraft. I found that the overwhelming majority of users were flooding the engine by becoming distracted with checklists while priming the aircraft for just a few seconds. By decreasing the priming rate in the Duke, I found that almost no one had this problem. I hope that answers some of your questions. I appreciate your attention to detail, as that's what my airplanes were built for!

...and we really needs this FCOM Volume 3 Part 3 – Abnormal & Emergency Checklist because I just had some failures during the flight (Engine1 out and failures on Gen1&4)... and...no docs for me...

@Mark Here's more details about how to reproduce:

Departure

Load flight Select "Turnaround" state from EFB Sound appears Set EXT AC to OFF or Close FWD PAX DOOR from EFB Sound disappears Set EXT AC to ON or Open FWD PAX DOOR from EFB No sound appears!

Arrival

Land aircraft Decelerate below 15 kt Sound appears Connect Ground Power & APU Set EXT AC or APU to OFF Sound disappears Set EXT AC or APU to ON No sound appears!

This indicates a bug, since I cannot imagine any situation where such sound could appear in line with the actions described. While the sound may be similar to ground roll rumbling, it can also be a clacing induced by air vent/flow or similar - in the end it's up to you to define the sound origin, since there is no other source like FS Realistic etc.

A point of interest. On the RJ aircraft, master switches on the avionics overhead panel MUST be switched on from left to right, and switched off from right to left. Failure will cause spurious warning to be logged by the Flight Guidance System, or Systems, if 2 are fitted

I have just checked this in the nav data and the "D161D" fix does appear in the AIRAC 2301 navdata that is included with the RJ (I haven't checked the latest 2411 cycle but I assume it will too):

Screenshot (48516).png

As far as I'm aware, all of the navaids used by the FMS (and displayed on the ND) are pulled directly from the navdata. We're not creating any additional navaids, or moving any of the existing navaids on procedures, we're just using whatever navaids are listed in the procedure and the coordinates associated with them.

Mark - Just Flight

That is indeed a strange one. It's not something we are able to replicate on our end, nor have we seen it reported previously, but we will continue to monitor this (pun not intended) to see if other users are experiencing the same issue.

Regarding the engine start switch, I seem to recall seeing similar reports from users of the 146, and that turned out to be that users were accidentally moving the engine start switch to MOTOR instead of START (note the engine start switch is a three-position switch, springloaded to the centre position, so you have to press the switch to START in order to trigger the engine starter).

Thanks for the compliment on the cockpit door clickspot. That is one of the many things I kept pestering our development team to add 😅

Mark - Just Flight

@rondon9897 hold your cursor over the power/vol knob, hold the left click button on the mouse as you click the right mouse click button. A decimal will appear to the lower left of the frequency display.