CW46

V4.5 was the last version that had monthly updates available from the now gone FS Aerodata but he pulled the plug when V5 was released. Great having up to date Navigraph for charts and FMS but a sorry state to have to look at the P3D map for the an old ATIS and ILS frequency. At least I can use an up to date GPS approach to an outdated runway. I would have thought at a minimum LM would have updated the database for a new release but not to be. I will continue to use V5.4 for a few aircraft but that's the end of line. I finished my career as a instructor and there is no way we would have trained with outdated information for clients in the simulators. It was common to get a request for training at specific airports and runways.

I use this payware, popular for real word use and with P3D for moving a map using FSGPS: https://www.foreflight.com/

Mathias is correct in his statement, when the wings and tips are full the fuel is burned from the wing tanks and is constantly being replaced by tip fuel until the tips are depleted.It is an automatic process as long as the jet pumps are on.If the jet pumps are off the tip fuel can only gravity feed to about 600lbs and would remain trapped in the tip tank unless the "motive flow pressure" has been restored from a jet pump.At that point you would see the wing fuel level start to decrease.Fuel transfer from the fuselage tank would normally occur once the tip fuel is depleted. Regarding the standby fuel pumps, they will automatically turn on during engine start and when filling the fuselage tank using the fill switch.They can be manually activated by the pilot when balancing fuel wing to wing with the cross flow valve open, or in the event of a low fuel pressure situation where the normal low pressure fuel circulation (which is provided by having a jet pump switch on) has been interrupted from contamination or a blockage for example.The standby pumps are not able to supply adequate fuel pressure to keep an engine running if the engine driven fuel pump were to fail.It is a mechanical pump in the engine accessory section and if it fails the engine will flame out.

Yes the on/off got messed up that is a bug. The correct logic is on = green, off = nada. I was referring earlier posts regarding what color annunciator it should be.

It is not a bug, when windshield heat is on you will see a green annunciator.An overheat condition which will cause the system to be disabled and illuminate a red annunciator.Once the over temperature condition clears the system will function again.Windshield heat uses bleed air that flows out the external vents directly in front of the left and right windshields.It is used for de fogging purposes as the windshield when cold soaked will rapidly fog over when descending into warm humid air.It is also useful to clear precipitation in the pilots view in both ground or flight operation. The windshield is a one inch thick plastic material that over time can been damaged by excessive use of windshield heat and is not required for use except as described.In normal operations typical use would be in to start a low flow of bleed air over the windshield about thirty minutes prior to arrival when humid condtions are expected.Use of air conditioning will help dehumidify the cabin and help prevent internal fogging of the windshield.Anti icing is provided by methanol flowing over the same area covered by the bleed air flow. The statement regarding "in normal / out defog" applies to an early serial numbered aircraft that would not have a 51,000 foot environmental system and does not apply to the FSW version.

if you are referring to the UIVER DC-2 then yes it does work P3D V3. It has been awhile but I think I just pointed the installer to the P3D directory.

A gear horn mute was standard on a Learjet 20-30 series, otherwise it would drive you nuts when you are on extended vectors for approach or similar.They are usually based on a flap and throttle switch in conjunction with a squat switch.First flight out of sim school and ferrying our new aircraft home a flap switch failed and the gear warning horn sounded at completion of gear retraction.Had to listen to that for two hours enroute.We had been on the road for over two weeks and nobody wanted to back to the hotel again so grin and bear it! I flew the Shrike and other model twin commanders but I do not recall a gear mute as an option, just add a touch of throttle to silence.

Great museum of aircraft, historical artifacts and book store.Plan a full day to do it justice, I have visited twice and will do it again.

Link to applicable Dee Howard TR-4000 thrust reversers from Learjet 35 pilot training manual. https://www.dropbox.com/s/wls6cxfdmtpqwqh/TR-4000.pdf?dl=0

I agree, why can't a developer just model an aircraft like it actually was when in service.This fascination with installing the latest and greatest push here dummy avionics is never ending, how about focusing on making it accurate to the era for a change. I will pass on this one.

I am using the SP, RP and MP in P3D V3.2 with the Saitek P3D/FSX X64 plugin and the Pro Flight panels drivers.Using the default piston and Carenado type aircraft with autopilot everything is working correctly.Make sure you have an adequately powered USB hub for the panels and verify Windows power saving option for the ports are disabled.I have looked at the SPAD option and may go that way eventually but most of my flying is with piston twins and as is It works for me. If I use the A2A C172 not all MP autopilot functions work correctly and in that case you will probably need to go with the SPAD option.

I run P3D on a SSD, my hard drive has been has been great since day one.First SSD died after six months, replaced under warranty about five months ago... the clock is ticking! :smile:

Labeled: AIR IGN L and AIR IGN R on lower left panel above L&R start- gen switches. https://www.dropbox.com/s/oplb3dflfmm8fzy/Air%20Ignition.jpg?dl=0

1. That is the outlet for the windshield bleed air, it blows warm air over the windshield for anti ice and defogging. 2. Move to the generator position when each engine start cycle is complete.During engine shut down turn off (center position)the generator prior to moving the thrust lever to cutoff. It is a three position switch, Gen - Off - Start 3. The standby pump switches (the ones that look like a white paddle) for normal use do not need to be on unless using to balance fuel wing to wing.Certain fuel system function and engine start will automatically activate the pumps without pilot interaction.The jet pump switches located behind the paddle switches should be left in the on position. 4. Post a question or download a pilot training manual, there is a thread in this forum with a link.

Just to clarify I am referring to the lower panel "ignition light" not the starter engage light.When you engage the starter and N2 reaches 10% the thrust lever is moved from cutoff to idle position.That is when you would see the "amber" ignition light illuminate and it will extinguish when the start cycle completes.It will also illuminate if you manually use the panel ignition switch which you have modeled.The "red" starter engagement light will illuminate any time the starter is engaged with a fuel computer on or off. Under normal conditions the fuel computer switches should always be in the on position including engine start.If you are starting an engine on the ground with a fuel computer off and intending to go fly it means you have a ferry permit from the FAA to get the aircraft to a maintenance facility. ( Assuming fly by the rules ) The abnormal and emergency procedure check list will describe the "red" Bleed Air annunciator condition, there can be an under pressure condition for engine anti ice but that would apply to the "amber" Engine Ice annunciator. One comment about your reference to a tech manual, there were many revisions to the manuals over the years to correct inaccurate system description or errors when published.In many recurrent training sessions the instructors would always point out errors that were to be corrected in a future manual revision.Another point is you may have modeled a specific serial number aircraft, again there are numerous systems differences dependant on when the aircraft was manufactured.The manuals will have references to the specific range of serial numbers that a system difference will apply to. It gets better with each "revision" you release.