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 At least I can use an up to date GPS approach to an outdated runway.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 I finished my career as a instructor and there is no way we would have trained with outdated information for clients in the simulators.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.

Sorry I did not adequately proof the post, you should "not" need to disengage the autopilot when changing the airspeed or vertical rate, deselect the active mode make the change then reselect the mode again. Regarding the autopilot I find when using the pitch trim it is extremely sensitive with flaps up and the trim motion is too fast when using that method to change the pitch angle.The Lear 35 has a two speed pitch trim system, high rate with flaps down and slower rate with flaps up for that very reason and as a safety function in the event of a runaway stabilizer trim malfunction.When ever the autopilot is engaged or the flaps are up the low speed trim mode is being used.You will also note the AFCS SPD mode displays Mach / IAS when active, it should display either IAS with one press, a second press would be Mach, it can not display both functions at the same time.

The hat switch you are referring to is not depicted as in the aircraft.It is missing the barrel shaped knob and an arming button which was integrated in the assembly.If in SPD mode and needing to establish a new airspeed or V/S reference, actuating the knob forward or aft ( without pressing the arming button which would disengage the autopilot ) would cancel the active SPD or V/S mode but leave the autopilot engaged in pitch mode and what ever lateral mode was active on the AFCS.Just bumping the the knob fore or aft would accomplish the pitch change.Once the new speed or rate is established then reselect the desired AFCS mode.The maneuver button on the yoke would not need to be used in this example and in my experience in the aircraft only used it if needing to temporarily completely override the autopilot and active modes to avoid traffic, birds etc. As the maneuver button and the complete control wheel switch assembly is not modeled in the sim version the AFCS / autopilot functions are not completely accurate to the actual aircraft. My method in the sim has been to turn off the SPD or V/S mode then use my controller pitch trim to establish the new rate and then reselect the mode again.You should need to disengage the autopilot to accomplish this.

Nice to see some radial engine guys here, it definitely was an experience. My time was with the R-2800 on the C46, heavy loads in the summer time and keeping the airspeed up to keep everything from redlining. ATC asking to increase rate of climb, standard reply... Unable.

All I have to say is I am growing weary of PCAviator unsolicited junk mail "I noticed you have not spent any $ or something to that effect" and disregarding my requests to stop sending them.Apparently no communication issues on that end.

When the GPS popup is open right click on it and select undock window from the menu and resize the window with your mouse.You can open and close the popup and use it in the new window or close the window from the same menu and the next time you want the pop up again it will appear as the standard 2D guage but resized to what you selected.

Thank's Robert, glad you have it working, I am still undecided if I will go with the TQ console.No regrets with the control yoke, quality feel to it and very pleasing to use.

I agree with the dark room, find it difficult to use if any daylight gets to the camera. In P3D I almost prefer to use a controller hat switch rather than TrackIR and tend to suspend it when looking away from the screen.

The red bleed air light is for either an ABNORMAL over temperature condition or on some S/N aircraft an "over pressure condition" "The ignition lights illuminate when the cycle starts" - Only if the fuel computer switches are on when you start an engine which is standard operating procedure.With a fuel computer switch off you can only turn on ignitors by using the lower panel ignition switch. Pilot action is required to close the the xfer/fill switch with turns off the fill or empty lights. Standby pumps lights were an optional AMK mod made available for retro fit to indicate when a standby pump was energized.Due to instances where some aircraft experienced an inadvertent fuel imbalance caused by a standby pump that was stuck on, USAF lost a Lear 35 (C-21) in a well known accident and I experienced that same malfunction during inflight fuel transfer. I have never seen as you say a "shared light" on the fuel panel in the actual aircraft or full motion simulator.The jet pump light is for that switch only. The amber engine anti ice light will briefly Illuminate when the switch is turned on, and then it goes out. A steady indication would indicate an abnormal condition, it failed to operate or it is operating when not commanded to do so. At idle thrust in flight with full anti ice on you may see a steady illumination due to insufficient bleed air pressure, increasing thrust will extinguish the light. The anti skid lights will illuminate under two conditions 1. Individual or all wheel anti skid failure 2. Turning the anti skid switch off manually, to see that all lights illuminate verifying electrical power to the system. It was also a means of verifying a wheel disc was not frozen when operating off contaminated runways in freezing conditions.If suspect we would turn off the a/s switch to allow pumping the brakes after the gear was down and break up any frozen precip on the brake discs and then turn the system on again before landing.That would not be possible inflight with the a/s switch on as wheel brakes are disabled until landing when squat switch compression and wheel spin up occurs on landing. These comments are based on many years experience in the aircraft.

Off the top of my head If you want system accuracy: - Bleed air lights should not illuminate when engines are shutdown, as abnormals are not simulated you should not see the indication on the annunciator panel other than a annunciator panel light test. - Ignition lights should illuminate when thrust lever is set to idle position during start up, they auto extinguish at start cycle completion. - The jet pumps as modeled are not correct, the engine driven fuel pumps provide the fuel pressure required for the jet pumps to operate thus the engines must be running for them to function.The standby pumps provide the fuel pressure for engine start and are automatically actuated during the start cycle.The jet pump light should not illuminate when a starter is engaged, a steady illumination will only occur if the pilot moved a jet pump switch switch to on or off position and the jet pump valve failed to open or close as selected. It is not a "pump", all that switch does is open or close a valve in the fuel system to allow the high pressure fuel from the engine driven pumps to circulate through the tip and wing tanks. - The fill or empty fuel panel lights should not be illuminated once fill or transfer function has been completed and pilot has turned the transfer switch to the off position. - A standby fuel pump switch should not cause a jet pump switch light to illuminate on or off. - When turning on the nacelle heat on it should not illuminate a red bleed air light, it should be the amber eng ice light instead. Forgot one other item, when the anti skid switch is off the four red lights next to the pilot's airspeed indicator should be illuminated, as in no electrical power to the anti skid system or a failure.

Either an AFCS mode or the thrust lever GA button will activate the the FD, the SOFT mode is just a lower gain for the autopilot in turbulence so it does not chase parameters, in the sim it is not really needed. The Autopilot Master switch on the left lower panel is what is used to power the AFCS and autopilot, if that is not on you don't get any AFCS modes or ability to engage the autopilot. The logical choice would be that switch because as is it does not do anything. Might not be possible for your code but I would not know.