The circling isn’t happening on MANSEQ or discontinuities, it’s during a normal sequencing after a successful activation of the LNav.
Perhaps I should be bang on the nav path before activating it, even though it seems to head toward the initial waypoint successfully?
The yellow diamond is on the HSI and wanders about en route so it’s not glide slope related.
Trying to fly the 146 on an XBox X using a Turtle Beach V1 yoke/quadrant.
Got it discounted in the Black Friday sale … MAN! It’s a challenge!!!
Has anyone done up a 146 Profile for a V1 - if so, are you happy to share you bindings?
I fly the 146 on my XsX using the V1 yoke. The main thing that I had to change was to bind a button to Toggle Afterburner. This is used to adjust the vertical speed.
Tks for that.
I was wondering why I couldn’t spot a VS selector (fpm) on the AP panel.
What button did you end up using?
I started out using my 747/Concorde profile - but the thrust axes were the wrong way.
Is there a trick to binding the fuel cutoff on each of the thrust levers?
Thanks again!
D.
I’m using the B5 button (top row of the throttle quadrant) for VS in all of my controller profiles. For the 146, I mapped that button to the toggle afterburner. I’ve not played with fuel cutoff. I’ve used the B1 button on the left side of the yoke as a shift key, effectively giving me almost twice the number of assignments that I can use. (Pressing the B1 at the same time as another button)
146’s autopilot doesn’t have a VS function in the way modern planes do. No button for it on the glare panel.
Any development news for Avro RJ ? Seems like no news for a long time ….
Right,
The aircraft we want the most.
Great ideas,
Thank you.
Yes, that “toggle afterburner” key binds it to Autopilot sync function.
About two weeks ago:
Is anyone else having issues with IAS hold since the December update?
I’m having issues of it not working properly either running away with speed or climbing hard enough to stall.
Mach hold Inthink is working but IAS hold is not trustworthy any more!
Same here. Also I had issues with not leveling off at set altitude
I’ve been using vertical speed / pitch and its been fine for me , not tried ias mode yet though
Seems like a correlation.
I’m currently climbing out, hopping between IAS hold & ALT hold ( it’s a low-hassle way of changing the speed setting! ) and remembering to pop ALT SEL back on, it’s behaving just as it should so far including playing with the throttles to change rate of climb. I don’t use IAS hold for coming down, so I couldn’t tell you if that’s any different anyway. It did stop it’s full rate of climb 100ft early, but it’s crept very slowly up to the set altitude.
Tried descending on IAS hold, worked perfectly. What it didn’t do was hold either horizontal or vertical glideslope - into a direct headwind at that. Also my FPS is atrocious with the batteries on, it’s fine with the plane powered down.
Edit: I’m not misremembering things, the ADF needles should point to ILS localisers, right? they point at VORs just fine.
I wanted to document an interesting failure and solution in case anyone else runs into it. While climbing to assigned altitude last night, I realized cabin altitude was not rising, in fact it was pegged at -1K and sitting there. Rate showed to be climbing normally at about 300fpm, but there was no movement on the cabin pressure needle. Checking overhead, the panel was correctly set for cruise altitude and at 1013mb. I switched to manual mode and tried cranking the rate higher. Cycled packs. Adjusted engine power. Cycled ram air open/shut. Checked that generators were active & AC power meters. Nothing helped and with everything else going on I leveled at FL180 to keep pressure differential from hitting redline.
After going back through every preflight and climb checklist item, I went over to the FO side, and cycled crew oxygen off then on again. And the cabin pressure needle finally started to move. After watching it continue to climb I requested my original altitude, made my way up to FL320 and didn’t have a problem with it the rest of the flight.
I do not have failures activated on the efb. So problems almost always stem from me missing something in preflight/flight settings. It occurred to me that I had turned crew oxygen on earlier than normal during preflight flow, but feel like I’ve done that before and never had an issue. Anyway, as well modeled as the plane is I’m not sure if this was an actual fail-resolution scenario, or possibly a bug. It does get me motivated to locate emergency procedures checklists.
Remember the “250kts at 5nm is fine”? 
But… the thing used to follow the glideslope fine even with that aggressive an approach and it doesn’t - I think given these odd issues I might have to try tuning the AP pids up to be more aggressive ( if I can find the time, that is not a quick process ). Also there’s the dead ADF needles despite a CAT 2 approach. ( Edit: nothing on the RMI from ILS locs is actually correct! odd hole in my knowledge fixed there ).
That windshear just before TD was unfunny.
As far as I’m aware it cannot do complex failure scenarios. You can even redline the engines for an infinite amount of time without anything happening, for example (Which is even stated in the manual in the failure section)
Failures of certain systems are simply modeled by an, kind of, MTBF-system.
Also tinkering with the crew oxygen system shouldn’t really impact the cabin climb rate. At least if I understand these systems correctly…
Regards
There are some odd quirks - if you have the inner engines shut down you only get residual brake pressure ( worth a few seconds of application ) no matter what set of electric pumps you’ve got running or what the system pressure gauges are saying. It’s possible something was inadvertantly linked like that.