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  • 0 Votes
    3 Posts
    94 Views
    MarkM
    The takeoff/landing performance data that we have access to for the F70/F100 is from an airline that didn't operate at high-altitude airfields, so the performance data only covers airfield elevations from 0ft to 8,000ft. This, I believe, was the standard takeoff/landing performance data that all airlines received, regardless of the airfield altitudes they were operating at. We did recently receive some performance data for an airline that used to operate at high-altitude airfields, and it appears that they had specific performance data for every high-altitude airport they operated at. I.e. there isn't a single graph that covers all airfield elevations from 0ft to 12,000ft, they instead used the 0ft to 8,000ft graph to calculate performance in that range, and then had flap 0 (dry), flaps 0 (wet), etc. performance tables for every airport they operated at above 8,000ft. With the performance data being airport-specific (based on runway length, slope, elevation, surrounding terrain, etc), that makes it tricky to implement the data into the performance calculator without extensively extrapolating the data (which would come at the cost of accuracy). We do plan on looking into this further once we implement the more powerful Tay 650 engines, which have different performance data. Mark - Just Flight
  • No engine start.

    F70 & F100 Professional
    20
    0 Votes
    20 Posts
    682 Views
    C
    Just encountered this issue for the first time in the F70. I had positive bleed pressure from the APU. The fuel simply would not get introduced, and N2 remained around 25%
  • F100 - ATS and Landing behaviour

    F70 & F100 Professional
    19
    4 Votes
    19 Posts
    2k Views
    F
    I'm not sure it's all the ATS' and A/P's fault. I'm not sure how it's calculated in the real aircraft, but I've seen that the speed trend indication is very very responsive, much more so than in any other aircraft I've flown. I usually never use ATS on final (in any plane), but I've basically having to force myself to disregard the speed trend indication or I would end up doing some very excessive and unnecessary throttle changes myself (something that did happen for the first half of my first approach, before I noticed). Also, even though it's slightly off topic, since someone mentioned FLCH, if you fly manually and have the F/D vertical mode in FLCH you'll see that the flight director has a similar problem, the commands are very large and vary very quickly. Maybe this can throw off the A/P and ATS? Next flight I do I'll try to get some footage of both of these things.
  • Tip tanks always spawn half full

    Bonanza Professional
    4
    0 Votes
    4 Posts
    31 Views
    Black SquareB
    @ploodovic Agh, sorry about that. I always try to provide solutions as quickly as possible, since there is no sense in keeping people waiting when they can edit a file. I'll do my best to not keep you waiting to too long!
  • 0 Votes
    5 Posts
    137 Views
    MarkM
    In both screenshots above, there are signs that the FMS doesn't have complete data entry (fields with dashed lines "-----"). It is important that all mandatory fields in the FMS are completed prior to takeoff (square boxes on the INIT A/INIT B pages) in order for the FMS to have sufficient data to operate. Mark - Just Flight
  • 0 Votes
    3 Posts
    47 Views
    Black SquareB
    Unless there is something going on locally, as ploodovic suggestions, I'm reasonably sure the variable is not changing value, so I'm inclined to believe that you're just looking at the parallax effect of the 3D gauge. They can be surprisingly deep in the real aircraft! I actually tend to underrepresent the depth in my aircraft for fear of complaints about excessive parallax.
  • Flying Direct-To

    F70 & F100 Professional
    2
    1 Votes
    2 Posts
    86 Views
    MarkM
    The Direct-To logic is something that varies between FMS software versions in the F70/F100. I seem to recall there are two main software versions for the F100 FMS (at least that is what we have reference material for). The Direct-To logic in the software version we have simulated doesn't require any confirmation after selecting a Direct-To waypoint (like the second video you linked), but the later software versions do require a confirmation of the Direct-To after the waypoint is selected (like the first video you linked). Mark - Just Flight
  • External power connected. At FL330

    F70 & F100 Professional
    3
    0 Votes
    3 Posts
    81 Views
    MarkM
    We believe this is related to the jetway not being disconnected prior to pushback. We have a way of forcing the EXT AC to disconnect during pushback currently in testing, and we intend to include it in the next update. Mark - Just Flight
  • 0 Votes
    2 Posts
    59 Views
    MarkM
    Charts are the primary source of the ILS course/frequency in the F70/F100. It is possible to view the ILS frequency on the FMS > REF INDEX > NAVAIDS page by entering the ILS identifier, but that requires you to know the ILS identifier, which the charts are likely needed for anyway. Mark - Just Flight
  • Sliding door issue - F100

    F70 & F100 Professional
    2
    0 Votes
    2 Posts
    48 Views
    MarkM
    We are aware of some door interaction issues with third-party liveries that looks to stem from livery artists using a different format in the Title= entry of the aircraft.cfg compared to our own liveries. If the Title= line does not include the door variant, then the correct door logic will not load in the simulator. We're investigating this on our side to see if there's anything else we can do to detect which variant it loaded in the simulator, but for now, the quickest solution would be for livery artists to update the aircraft.cfg Title= entry so that it is in the format of: [Aircraft Type] | [Pax Door Type] | [Cargo Door Type] | [Airline] Mark - Just Flight
  • Hardware support

    F70 & F100 Professional
    16
    1 Votes
    16 Posts
    803 Views
    S
    There is a post here on how to get the display variables with SPAD.Next - it will need a little conversion to other tools however the variables will remain the same: https://community.justflight.com/post/51540
  • 0 Votes
    5 Posts
    128 Views
    MarkM
    The "NEUTRAL" option in the sensitivity menu should allow you to control where the changeover between forward and reverse thrust occurs on the throttle axis. Mark - Just Flight
  • F-100 Training Videos

    F70 & F100 Professional
    3
    5 Votes
    3 Posts
    131 Views
    S
    Excellent find!
  • F70/F100 not RVSM certified

    F70 & F100 Professional
    3
    0 Votes
    3 Posts
    91 Views
    S
    In Europe the F70 and 100 are RVSM certified - you can find a lot of flight plans on EDI GLA with a cruising level up to FL 350.
  • 0 Votes
    7 Posts
    118 Views
    O
    Further observation: it seems the aircraft is losing track seconds after you go DCT OKAKI again.. tried it a few times and can't keep track to OKAKI. Crosswind is about 100kt from the left if that's something to consider too?
  • Feature question fokker 70/100

    F70 & F100 Professional
    25
    3 Votes
    25 Posts
    1k Views
    S
    Let's start a survey amongst customers to see who's interested in extended failures even as a payware option to determine if it's value to develop it or not.
  • Oxygen in Pressurized Baron

    Baron Professional
    4
    0 Votes
    4 Posts
    257 Views
    S
    Could this be added/fixed in a coming update?
  • 1 Votes
    1 Posts
    60 Views
    No one has replied
  • Plug window

    F70 & F100 Professional
    3
    0 Votes
    3 Posts
    118 Views
    A
    Thanks a lot by attention!
  • MSFS2024 does not exit

    F70 & F100 Professional
    2
    0 Votes
    2 Posts
    56 Views
    SwissairMD11S
    I have this time to time with more planes. It's something they cannot just fix, it's a MSFS thingy. We just have to live with that.