Not really, I’ve been flying it a lot in career for VIP missions and I still need nearly full up elevator to rotate and climb. Got an aural stall warning last night too while rotating at 110kts. I did a 900ish mile flight KJFK → KPBI at FL440 and couldn’t compete it with full tanks even though it’s less than half the range of the real aircraft. The auto throttle still needs refining as it will undershoot and overshoot constantly while trying to hold a speed, this is noticeable in the descent of you select a lower speed to slow too.
It’s still my go to jet but needs a good amount of tweaking to fly like the real thing
Once all the small issues are addressed, the PC-24 will undoubtedly become my favorite executive jet in MSFS. It’s already an amazing aircraft, ideal for traveling across Europe or the US. With its ability to land almost anywhere, it offers incredible flexibility for executive and private flights.
Really looking forward to future updates—this jet has so much potential!
I,think it’s extremely unlikely it will ever make my list of top-10 aircraft.
From a biz-jet perspective, the stock CJ-4 is streets ahead of this one, so are the Cockspur c510 and Phenom 100. All three jets are very immersive to fly. This one has too much wrong with it to start with - in terms of glitches. It’s been put together without any love or passion, but even more importantly, for me at least, the PC 24 flight model doesn’t give me the feeling that I’m flying a real jet aircraft…
I agree the Cj4 is better implemented for sure and of course 3rd party aircraft will usually be better than the defaults. The PH100 is one of my favorites and I’m looking forward to the PH300 and Cj3+ that are on their way.
What would be the advise to swap the pc-12 and pc-24 for? Using it for cargo and vip missions but i dont like the honeywell systems. More a garmin guy…
It’s actually an excellent plane to fly and all the bugs are fairly easy to work-around.
The FMS speeds are simply wrong (they are incorrectly copied from the PC-12), Just don’t use them. Initial climb should be 170, then at 2500AGL raise to 200, and above FL340 go with M0.59. You’ll want to control it on descent also.
The autothrottle logic is pretty poor, but you can control it yourself. Shockingly you can also fly the plane without autopilot if you had to, I know right
Just don’t rely on the autothrottle in cruise or short final, best to turn it off and just set the throttle yourself. Do I want that fixed? ABSOLUTELY. But the plane is still excellent to fly. I have so many hours in that thing now (100s easily).
To be honest, not a single plane I have flown in MSFS 2024 has a fully proper autopilot or autothrottle. But meh, they are close enough. And again, YES I want them to be better, isn’t going to stop me from flying the plane though.
Fuel consumption is 2x what it should be. I use ‘Add Fuel’ for now to compensate.
EFB flight plan integration doesn’t work properly for non-RNAV/ILS (I think that is what it is). I learned the Honeywell avionics and now prefer to enter my own flight data directly in the plane anyway but understand that’s not ideal for everyone.
But none of these are showstoppers.
I’m also liking the Citation Longitude now and have been flying that one a lot lately.
I am having the glitch where my left engine quits and i cant get it restarted after every update. I checked all keybinds and the engine master, starter, and fuel and not keybound to anything.
Not aure what i need to do to fix it. Last time i plugged in a different keybaord and it worked, but now I’m having same issue again after todays update.
check that MIXTURE isn’t bound to one of your throttle axes (it’s bound by default to THROTTLE AXIS 1). of course, MIXTURE should have no effect on a jet turbine, but as we know, the systems depth in this plane (and indeed most of the default offerings) is strictly surface/smoke and mirrors/heavily scripted rather than an actual procedural simulation.
My only problem with this aircraft is the length of the runway they force you to land on sometimes and speed seems a little aggressive, especially right after take off, like I have to immediately raise gear and flaps otherwise I get dinged for flap overspeed before the flaps have a chance to detract.
I know its much to ask but does some one has a short explaination how to set up an ils with the pc24.
I can setup a visual approach with ap (vnav) .
What is the procedure with an ils?
When do is start “flying” the ILS ?
Do i have to setup the vnav also?
Second question.
When flying a vnav what alt do is set befor the vpath is active. Do i set the alt of the next waypoint and change this after each waypoint or do is set the runway height imidiatly?
And what does the VTA mean and is it important?
hi! Here I give you my method for using ILS. At first I use microsoft flight planer to create an IFR flight plan, once the destination runway defined, I fill the approach with the suitable procedure STAR choosen from the list ie RW06R LOC. I populate others important items like the departure SID, enroute, arrival eventually and KIAS/FL
Once in the plane PC 24. I load the Flight plan with the EFB tablet, check it and
click on send to the avionic. The MFD display the WP datas, check for discontinuities eventually delete them and activate the FPLN.
On the PFD we see the bearing source 1 appears in magenta for GPS NAV.
checklist ok then Take Off.
Set the AP on NAV and climb.
I manage the speed manually and the Altitude too with VS until the last descent to the 1st approach vector ( Idon’t use VNAV) Then I click on APR ¶ when the airplane is stabilized heading and start of path glide.
The PFD must display the LOC course in green
And the APR button must stay lighted on, what is left to do is check the axis speed and descent rate untill the touch down.
I found a temporary solution for the autothrottle issue. If you have a HOTAS, I’m using the X56, and setting the throttle manually to around 70% seems to help the autothrottle regulate itself much better. It reduces the yo-yo effect and makes speed control more stable.
Usualy you don’t have to enter a frequency in the PFD fields nav1 or nav2 with an IFR flight plan populated.. Once near the destination the LOC is detected and it’s VHF frequency is automaticaly displayed. The label term DME is mostly relative to VOR and it’s a little bit confusing because that’s the thing in the plane that gives the distance to terrain when you are steering using VOR navigation. DME may be coupled with ILS sometime but you don’t care about it’s frequency wich is UHF by the way.
The ILS system in your plane use a VHF frequency Localizer on the terrain (the LOC) for the horizontal datas (nav1 or nav2 it is this frequency you must use for your ILS Appr), and another UHF fréquency for the vertical’s ones that you don’t manage.
If your APR button does’nt light permanently in the start of final, the reason why could be a wrong frequency or a situation of your plane too far from the glide path. At this moment, succesives pressures on the button ‘NAV PRE-VIEW’ in your PFD (under the baro button) display the paths on the compass quadrant to tell you what is the guidance systems you may use… before click APR you may use that button to check if you are well configured on your ILS.
Some videos about navigation on Youtube may help you to understand thoses stuffs
You’re welcome!
answer to your last question: the fields NAV1 and NAV2 are used when steering for example with VORs and switch from one VOR to the next and so on. I your case, you can enter the frequency of your ILS destination runway on NAV1 but you don’t need to if your Flight plan is correctly filled in the approach section you will see the LOC frequency populated in nav1 and nav2 at the time you’ll catch the path glide.
For managing altitude, once you are in the APR, the FMS manage your descent on a 3° slope.
You don’t have to engage the VNAV button if your flight plan containt a defined cruise altitude.
At take off, the Auto pilot on NAV climb to that altitude (very fast indeed) and then you may use the VS method to start the descent at the level defined in your first APR leg. At the moment, so called, TOD unclick ALT and then click VS button to set the descent rate you have computed. Set an altitude constraint equal to the target level to stop automatically the descent but don’t forget to clear it before the approach. In case of missing approach the minimum alt for GA is set (normally) .
you don’t have to manage ALT during the whole descent.
VNAV is usefull when your FPLN containt multiple levels during the enroute part of cruising, specially for long range flights: that’s another cup of tea!
That’s the way I fly the Pilatus PC12 PC24, Cessna Cj4 … for me it’s cool.
