Sylle

Your username checks out @SayAgain ! 😏😉

Don’t get me wrong… I believe it is the right thing to fully embrace new technologies with MSFS 2024. It’s just that promises around easy backwards compatibility created this idea in the community that developers would be able to sustain both 2020 and 2024 for the coming years at minimal cost for the customers. This turns out to be unachievable for aircraft addons.

not really the easy backwards compatibility that Asobo promised customers (and developers) indeed. That realisation/disappointment has been documented quite early on by Raul of FSreborn. A lot of custom code behaves differently in 2020 vs 2024. Then there is the very different LOD and texture handling of the models on top of that, which turns the development for both sims into separate pipelines as well. Too much work unfortunately for developers to handle sustainably in return of a 2020/2024 package price or a small upgrade fee (as customers rightfully expected after reading the initial Asobo compatibility announcements)

On approach, you should set the speedbrake lever in the armed position after extending the landing gear. Speedbrake armed is one the items in the landing checklist.

What a great non-demanding way to ask for assistance @romaf12008… Read the text of the discord screenshot that Steve posted just above. It contains all the info you need.

Been years in the making but the moment has finally arrived. 27 years since the original Falcon 4 release and counting! What a great example of what an organised community of developers can achieve over time.

Engine response curve has been tweaked for a few months now. Many improvements have been made over the last few patches that were released to customers.

Old - yes! Keeps you on your toes compared to the modern wizard cockpits 😉 Short range - depends on the flying you do. Washington --> Los Angeles is not what I would personally call short range. And still one of the best looking bizjets to date in my opinion!

Thanks all! I found the response in the junk folder indeed. Took them a while to respond but they sure did!

Hi all, I reported a bug related to the shift-4 view selection when using an AZERTY keyboard via the online bug report form. This same issue already existed back in X-Plane 11 and was also reported back then but unfortunately never fixed. I decided to report it again for X-Plane 12 but this time I haven't received a XPD tracking number. Is that still a thing or are the devs too busy with 12.2 beta? Not sure if the bug report reached the team or not... Regards, Sylvain

The original version of MCAS ended 2 flight prematurely mainly because it had the authority to keep applying the nose down trim inputs multiple times. The first implementation of MCAS did not have enough layers of redundancy, probably to avoid having to reveal the existence of the system altogether which would have required training otherwise. The revised MCAS system, as it exists today, will only activate once when exceeding a threshold angle of attack value. This threshold AoA value will never be reached in normal operation of the aircraft. The difference course NG to MAX includes exercises in a levelD sim to demo the MCAS and to differentiate it from the speed trim inputs. Crews need to work hard and really get outside their normal flight envelope to get MCAS to activate at all... As @Stearmandriver said above, the MAX recovers from high AoA events perfectly fine without MCAS. The sole reason for its existence is to have a similar feel in the controls as the NG in the high AoA flight regime to keep the common type-rating. I'm afraid this is an example of over-regulation that required the implementation of a system we could have perfectly done without. This combined with cost concerns by the airlines (training) and promises by the manufacturer resulted in the tragic events you mentioned.

There are a lot of misconceptions around MCAS, mainly thanks to the way the media reported on the issues that existed at its initial conception. A steep climb does not mean your angle of attack will be high. There will never be a need for MCAS to activate in the normal flight envelope on a MAX. Doing an MCAS demo in a level D sim and differentiating the MCAS inputs from the speed trim inputs can already be complex and require some effort from the crews sitting upfront. There are also no meaningful differences in aircraft control between NGs and MAXs. Subtle differences... absolutely! But nuances already existed when comparing a -700 to a-900 for example. Or even an empty -800 compared to a fully loaded one for that matter. MCAS activates at very high angle of attacks. To reach those Aoa values, you either need to be flying at extremely low speeds (we are talking way down in the lower amber band) or you would have to heavily load the wings with deliberate quick pitch up input to briskly increase that AoA. It would be nice to see iFly simulate the speed trim system including the speed trim function and MCAS function but to be honest it would probably add little value to our simming experience.

You only explicitly confirmed you turned on the AT lockout function in previous posts. Could you please check what selections you have set under PANEL STYLE > AUTOPILOT (PG 2/2) > CONTROLLER SETTINGS ?? Did you turn on 'Inhibit Yoke when autopilot engaged'? Also be aware that (unfortunately) these AT and AP lockout settings need to be set again for EVERY installed livery SEPARATELY.

If the F/O EFIS CTRL panel was set to APP (we cannot see it in your screenshot) - Having the CONTROL PANEL select switch on the overhead in position BOTH ON 2 will (correctly) result in this exact situation.

A stable approach is key in making a good landing. In the beginning I suggest disconnecting the AP only after being in landing configuration. That way, the aircraft will already be in trim when you fly manually. Aim to cross the threshold at 50ft AGL and keep descending. You should get approximately 1 altitude call-out per second. Initiate flare just before 20ft AGL (30ft on wide body) Flare first and reduce thrust once you set the touchdown attitude. Avoid closing the thrust levers just before the flare as this will again destabilise the aircraft (pitch effect of the underwing engines) lastly… practice, practice, practice 😉