With my Honeycomb Bravo, I have the respective THROTTLE DECREASE control assignments assigned to the detents on the throttle axis. So after landing, I move the throttles aft into the detents, and that activates the reverse thrust in the aircraft. Mark - Just Flight

Def my vote to. It would be great to see a GPS retrofit

AP1 and AP2 engaging below 1,500ft AGL during takeoff, and following LAND capture during approach, is correct logic. The Autopilot engagement/disengagement logic is covered on page 37 of the F70 & F100 Professional Operations Manual. Mark - Just Flight

@vhqpa Thank you so much.

I think they will do it. I can't wait to keep focus on it, checking engine vibration, checking oil levels, checking oil pressures etc..

said in Some strange behaviors with the Fokker 100: Hello! Firstly, congratulations for the amazing aircraft! I found some odd behaviors while flying the F100. Thrust oscillates very fast (and little) while using A/THR. AP takes a long time to follow the horizontal line of the FD while climbing. Speed drops down a lot. Sometimes when I load the aircraft, I don't have any APU bleed pressure at all. If I use the EFB to go straight to the TO configuration, it gives me bleed pressure, but when I shut down the engines it goes to 0 again. "XPNDR OFF" is in front of the brown side of the artificial horizon. Thank you all in advance!

@Veeze Thanks! Sorry everyone, the reversers do actually work!, even with the default calibration reset. The issue was that I was testing them in a cold and dark state, and for some reason the reversers only work when the aircraft is fully operational with the engines running. Thanks for your help!

I have some requests about the livery organization and naming scheme (in 2024), as well. IMO it would be a better experience for the user if the listing started with the airline name (AKA Malev | F70, or F70 | Malev), followed by the rest of the information -- ALL of the F70 listings are "Integral Airstairs | Large Cargo Door," so that's not the thing that sets them apart -- the airline is. And if you don't already know the livery on sight, you have to hover over each livery and wait until the text side scrolls far enough to see what that particular livery is. This isn't Just Flight's fault, it's Asobo's for their poor UI design. But as a customer, I'd just like it fixed. Please merge the Just Flight liveries into the other liveries, so they don't show as two separate variants. They're the same aircraft. Again, this is a problem created by Asobo's bad UI -- but I doubt they're going to fix it any time soon. I understand that Asobo has created challenges for devs with a new file structure and an unfriendly UI, but we customers are the ones stuck in the middle trying to sort through a mess of variants and liveries. It's not a good experience.

Just wanted to share a very specific example of the holding pattern issues some of us have been discussing, in case anyone else can replicate it or has seen something similar. I was flying the ILS X approach for RWY 15 down here at my home base in Curitiba (SBCT). I executed a missed approach, and initially, the LNAV tracked the profile perfectly towards the CT171 missed approach holding fix. [image: 3de3bc2c-3012-46b5-9c47-7134d52ddd81.png] [image: 3865af24-bb59-4c42-8f6a-1c523e06ca42.png] However, upon reaching CT171, the system completely failed to establish the hold. Even worse, instead of initiating the published left-hand turns, the aircraft inexplicably banked to the right. After that wrong turn, it completely ignored all time constraints for the holding legs and essentially just flew in endless, uncoordinated circles. [image: bd98a93f-deb6-4892-96c5-7bb415cfd41e.png] It seems the LNAV logic completely breaks down during this specific transition. Bizarre.

This is realistic when on the ground. Both the F28 and the F100 were designed for temperate Northern European summers and struggled here in the US, especially in the south. If anything, I think the packs are actually too powerful once you take off. Today the cabin was 34C when I started the APU and it only got down to 31C by takeoff. After takeoff by around 4000 feet it was 19C. Would've been warm a lot longer!

@Crabby said in Spad Next snippet for WinCtrl FCU+Left EFIS: Tried to message you on Discord but it says your not accepting friends requests. My discord is : mark.w.crabtree I have friend request blocked because of spam, but I accept DMs. Just sent you a message.

Initial IRS input is very important for the Fokker and the gate coords have to be accurate. It will degrade if there are no VOR/DMEs in areas. You can remotely tune if you believe you are in range of one to help it regain accuracy. Without a GPS/GNSS bolted on like models still flying IFR work today. It'll lose its enroute accuracy in remote areas

Think its a hadware conflict i think. Have you a Bravo throttle and alpha stick check the switch config... They make the most problems with 3th party airplanes.