Based on the notes I have, it never worked as a Coupled Autopilot approach, starting at November ‘24 launch. It was one of the first questions I asked of Working Title on Honeywell ACE.
Here you go - I asked them a while back - red boxes are my edit for ease of follow:
Further down I asked them if they’d put it on the backlog. They couldn’t commit to it, understandably.
It’s a touch screen, so Touch the “Inhibits” selection on the top screen on the lowest display (just above the throttle):
Then Touch the “Terr Inhib” on the next screen.
I learned to inhibit TAWS because I got fed up with the “terrain ahead, pull up” warnings with that cowboy accent. Yes, I know there’s terrain ahead, I’m landing.
Landing is indeed hard. My issue is that for the autothrottle, full flaps means 110 kts IAS, but at that speed the plane is on the verge of stalling, even though in real life the stall speed is 83 kts. Yet anything higher than 110 and the plane floats. Pretty hard to put it down smoothly. Even if I approach with ILS, the autopilot has a hard time keeping the plane straight at low speeds. It just wants to fall out of the sky even at 120-130 kts. Definitely not an accurate flight model.
Sorry, I was referring to the approach transition. This is implemented and has always worked very well for me, to the point of making almost perfect approaches on all types of runways. Since a couple of updates, the aircraft stays at an altitude of 2000 feet. It still works well at some airports, but it continues to fail at most.
In this image I posted earlier, you can see how the plane should arrive at MOHIS at 2300 feet and at RW16 at 647, making a perfect transition in which the plane should almost land on its own. For some reason, it stays at 2000-1500 and does not descend to 647. I have made more than 100 flights with the PC12 in the first updates, and it worked perfectly.
Hm. I think those speeds are off - the Honeywell ACE Load training video from Pilatus I saw showed 109, 109, 116, 200.
maybe they used a takeoff calculator? the figures i gave are from the pilatus website (from and older version before they removing most of the technical data).
i notice fuel flow is doubled, since it’s applying the total real-world fuel flow to each EACH ENGINE. facepalm
get accustomed to pressing your fuel topup keybind, i guess.
Those speeds are for most part correct to the PC24. From my experience it’s the flight model that’s off. 109 should be enough to get it in the air but even with the nose whee off the ground it won’t lift off until closer to 130. On approach it sits so high nose up at approach speed that you cannot see anything in front of you. That’s not correct flight behavior and it needs a good work through by the devs
I thought this was confirmed to be fixed in SU4? 
Okay - so you’re actually trying the RNAV16 into EFSO, not a Visual Approach.
So here’s a helpful video for you.
I started out airborne but set an adhoc flight at 7000’ from ENKA to EFSO, and was near EFSO.
Stabilized, got on LNAV, etc. This video is mostly about the approach. I selected RNAV16 via IRREP transition.
About 15 seconds into the video, you’ll see VNAV come out of arm, and VPATH becomes active. Note the symbology, the FMS confirms I’ve selected a LPV approach which means I should have vertical guidance down to 200’ past the FAF which is the same as yours - MOHIS. I have 2100 selected on the ALT SEL which is what VNAV triggered off - that’s the closest to the FMS telling me it’s 2130’ or so - check the FPL entry in the MFD.
About 1:45 in, I armed APR as I made the turn from RUHOT to MOHIS, and the Virtual Glide Path (VGP) immediately activated, so I’m actually on GP at that point before the FAF.
About 3:22-3:23, I pass MOHIS and you can see Vertical Guidance is still active - all the way down to MDA before I manually cut out AP and handfly to the tarmac.
Thanks. It’s interesting that this is a 2024 feature only. The backported Carenado Pilatuses don’t have this option in the touch MFD.
It would be great if Carenado mapped the speed brake LVAR to the spoilers keybinds/axis in the sim. We could have steeper but easily stabilized approaches.
Takeoffs, yeah I pad it to 120 indicated before rotating.
Integrated the latest WT plug-in.
Fixed – Throttle input unresponsive via peripherals when flying the PC-24
Fixed – IPS does not function.
Fixed – Several tooltips are untranslated in supported languages.
Fixed – Mistranslated tooltip appears in Polish (pl-PL).
Fixed – Multiple strings are not Localized in Multiple LOCPAK Files.
Fixed – Issues with loading passengers into the aircraft.
Fixed – Switches for No Smoking and Seat Belts lights are swapped.
Fixed – Beacon lights on wings.
Fixed – IPS does not function.
Fixed – Throttle input unresponsive via Peripherals when flying the PC-24.
Fixed – Unable to control the aircraft after landing in career mode while using Skip To function.
Fixed – Aircraft information is missing in the Configuration Menu.
Fixed – Direct-to option is not working properly.
Fixed – Spawning in the air sets Trim to over 60%.
Fixed – After a skip to descent to an untowered airport, aircraft spawn in the ground.
Fixed – PC-24 engine surge with auto throttle.
Fixed – Aircraft Engine produces sound effects while Aircraft Engine sound is set to 0.
Fixed – Multiple issues with seatbelts.
Fixed – Some external Lights disappear when zooming out the Camera.
Fixed – Cabin door does not open in SU3.
Fixed – Icing effect disappears at certain distance.
Fixed – No approach or landing clearance provided.
Fixed – N1 on PFD does not match N1 on HUD.
Fixed – Throttle input unresponsive via Peripherals when flying the PC-24.
Fixed – Electrical is not set up properly.
Fixed – FLC mode acts more like VS Mode.
Fixed – Yoke has no interaction point to grab with VR controllers.
so, not fixed.
Several users here feel the opposite. Also, it wouldn’t be the first change to be omitted from their notes - plus the fix could theoretically have been something in the core sim.
The fuel flow is correct, you have the individual fuel flow for each engine in the top graphic and the combined fuel flow in the bottom graphic and estimated time left in the air based on fuel burn, wind, weight etc.
If you look at the PC-24 specs when they were on the manufacturer web page its based on the aircraft passenger and cargo weight of 50%. This gives it a potential range of 2000 nm only if you dont have a headwind.
This works out about correct based on the flights I’ve done in the PC-24, we always tend to be fully loaded, and if I dont get a headwind or with a tail wind I can get 1500-1700 nm out of her. This is with careful management at 45,000 feet, mach 0.69.
This of course is considerably less if you have a headwind, travel at a lower altitude, or at mach 0.72/0.73, so you have to take all the factors into account.
Zooze74
That would be fantastic for the B390 Premier as well. The speed brake key bind activates them, just not visually, you have to use the switch in the cockpit for that. And the lift dump doesn’t have a key bind and is a pain to activate manually on pc
I have the speedbrake to fully on mapped to a button and this works fine. Not tried it on an axis. Will set it up and have a go.
Ok tested and all works fine.
Just a follow up, the bug where the speedbrake handle inside the cockpit doesn’t move still exists when using axis on controller.
So do the speed brakes open on landing if “armed” or not? I haven’t felt their effect on any landing so far. Should I bind a separate button to them?
Armed speedbreaks work as well.
Thanks for the explanation and the video, but I’m not referring to classic RNAV either. I’m referring to the approach taken by Honeywell when there is no approach procedure at the airport.
This approach:
Generate this approach:
There are no problems with airports that have their own approaches (RNAV or ILS). The problem lies with those who have no approach, and Honeywell generates its own approach.
