CW46

Jim, Thanks for the reply, I followed your suggestion but what I see are individual posts from many different forums but not a means to filter specific forums..What I am trying to do is to figure out a way for the default forum page to display only the specific forums that I read. In other words when you sign in and select forums from the home page you would only see the forums you had previously selected to display. RC Universe has a method to do that and will display a customized forum page that you specify in your account settings. When I log in here now now and select forums all 140+ display on the page and you have to scroll down through it to find the specific ones you read. It seems that having an option to put a check mark next to individual forums on the main forum page or from within a the user account settings would really simplify things. Has that option ever been available?

Is it possible to limit the 140+ list of forums to view the content that I want to follow, like a preference setting to select specific forums for the default view? Really would like to simplify the display and just read what one is interested in.

Al, I do not recall any published reference as to what distance or angular offset is required for a NAV capture so I can not comment on what it would be.With a VOR radial or an ILS the autopilot would typically switch from arm to capture once the CDI was alive and had movement.With GPS when a leg or procedure was activated NAV would capture when selected, the only exception I can think of would be using a GPS OBS mode.You could specify intercepting a specific radial to or from a fix, use HDG to establish the intercept angle, select NAV and it would capture when reaching the desired track. There was a preflight test with the earlier FC-200 autopilot where you test the NAV arm and capture function using a valid VOR signal on the ground by simulating an intercept and capture.Set the CDI full scale off center, select the HDG and NAV arm as though you are on an established intercept angle to the radial, then slowly rotating the course knob to bring the CDI towards the center and verifying the NAV capture occurs.You can do the same thing with the the FSW L35 530 autopilot and the default GNS 530 will fly a full procedure turn and hold although not very pretty to watch how it does it.I don't have the GTN, maybe load up the stock version and see what you get.

The mach trim system in the actual aircraft is required for certification due to inherent "mach tuck" characteristics of the aircraft. It is an automatic system that uses the the primary pitch trim system to function. In normal use there is no interaction required by the pilot other than ensuring the primary position is selected on the pitch trim switch.There is no "on - off" switch, it either works or does not. If the Mach Trim light illuminates in flight the pilot can attempt to clear the malfunction use the rotary test Mach Trim position and pressing test to rescynchronize the system and restore normal function.The rotary test is used in preflight to verify the system is operational. When hand flying the system becomes active at .69 mach, if a malfunction occurs that cannot be cleared then you are restricted to.74 mach or the auto pilot must be engaged to continue operation above .74 mach.When the FSW model was released I noticed a bug that would cause the Mach Trim light to illuminate when intentionally exceeding Mmo, which is inaccurate, nor does the stick puller function. I do not know if that was ever addressed or if the mach indicator accuracy was fixed.If you are seeing this above .81 the actual Mmo then that might be the reason.

Al, I would confirm your GS comment, in normal conditions I never experienced an issue with the FD losing capture during an ILS approach.With a UNS-1C FMS (GPS) the system flew very precise holding patterns through out the performance range at both low and high altitude.If the installed GPS nav system is certified for enroute, terminal and approach modes it will fly the procedures as published.

Compare your screen shot to these images of a climb and cruise condition in the actual aircraft.The simulation visual model is pretty good but recognize the limitations of an entertainment product. https://www.dropbox.com/s/8ujxwinx2x83tuj/LR35%20Climb.jpg?dl=0 https://www.dropbox.com/s/tl4p390jl15q5qf/LR35%20Cruise.jpg?dl=0

Fed up with the spam emails stating " I noticed you have not ordered anything lately ...." The unsubscribe option is just ignored.

Well I guess my worst Win 8.1 operating system must be unique as the Saitek 64 bit drivers worked as advertised right out of the box. Never had an issue with the rudder pedals, yoke or quadrant in P3D.

I took a high altitude course during recurrent training one year that included the altitude chamber session.The purpose was to recognize your individual symptoms of hypoxia onset.The chamber was session was educational and interesting however the classroom portion was some what unnerving as you were informed about the consequences of a rapid decompression and effects on physiology.The Payne Stewart event was a real eye opener and we took that course shortly after the accident.

Ray, Interesting numbers, although the later serial numbered 35 aircraft had a 510 pressurization system the aircraft was restricted to a maximum operating altitude of FL450.We operated one of the last built Lear 25 models for a few years and that aircraft was certified to FL 510. As the Lear 25 had tip tanks it obviously had more drag than the newer design 28/29 wing with the winglets and which was incorporated into the later Learjet models.I never got it higher than 470 and you had to have cold air and be very light weight to do it and not very efficient for operation. The FSW version may provide enthusiastic performance and the parameters provide a guideline for use in the sim but as you say you don't get reality for $40.

Scott, Your efforts are appreciated, keep it fun !

FYI, an aircraft with the .83 Mmo - 359kt Vmo is uncorrected, indicated mach and your actual true mach number would be .81. Early serial numbered aircraft had an uncorrected pitot static system where only the pilot side altimeter was corrected.The copilot altimeter was uncorrected and could indicate hundreds of feet difference in indicated altitude during cruise flight.If the primary altimeter failed the crew would have to apply a chart correction to the copilot altimeter. Later serial number aircraft have the corrected system .81 Mmo - 350kt Vmo which is a true mach indication and would have the later autopilot and have a digital SAT/TAS gauge on the panel.Externally you can tell which pitot static system is installed by looking at the pitot probes.The Rosemount system probes are longer and have a different shape. Any currently flying aircraft would have been converted for RVSM certification and that would have happened starting around 2004 for USA registered aircraft.There are different electrical, pressurization, bleed air, anti ice, thrust reverser, pitot static versions and numerous aircraft modification kits that occurred over the life of the production.Using a copy of a flight manual or training publication is helpful but not necessarily applicable because no one has any idea what serial number was or was not used as the model.

The reset switch is used if you get an "Aug Ail" caution light which means the system detected an excessive split between the aileron and same side spoiler when spoileron mode is active.Resetting the system should restore function. If the caution will not clear then both spoilers and spoileron function will be inoperative in flight.When maneuvering at approach speeds without the spoilerons functional requires more aileron deflection for the same roll authority so they are quite effective enhancing roll control.

Scott, It sets the flight director command bars to wings level, 10 degree pitch attitude for a go around or for take off to establish rotation attitude.On a missed approach press the control wheel master button to disengage the autopilot and then depress the go around button on the power lever. Once established you would reselect whatever AFCS mode desired. For a takeoff just press the GA button on line up and then select heading mode on the AFCS if desired.

David, Just to clear up any confusion, the "Arm" button you mention is related to stabilizer pitch trim function in the aircraft.It is required to be depressed when actuating pitch trim with the control wheel barrel knob and it is integrated within it. When ever you press the button and move the knob you are activating stabilizer trim and that would automatically disengage the auto pilot if active. Moving the knob without pressing the button would cancel any a SPD, VS or ALT active mode and you would revert to AFCS pitch mode for an attitude change if the auto pilot was engaged. In the real world the arm button it is a certification requirement for the primary pitch trim system. This is one of the limitations with sim's when buttons or switches can have different modes of operation.

David, Can't help you with PFPX not familiar with the add ons, I just sim as it is. For the sim if you are doing a long flight just note the hourly fuel burn and use that for future reference.Even in the real world you could spend hours going over cruise performance charts but in reality you will never get direct climbs and descents that the charts are based on.We used average hourly fuel burn for planning. In dial up internet days we initially used professional flight plan services for long distance flights, after a few years we found our average burn numbers were consistently within 200 lbs of what the computers could do so we reverted to inputting them into DUATS planning and never looked back. Real world you don't need to disengage the auto pilot to initiate a pitch change to establish a climb or descent.The outboard end of each control wheel has a barrel style switch which is used for trim control (elevator and aileron) in conjunction with an arming button.When the autopilot is engaged moving the barrel knob alone you have auto pilot pitch and roll function which will override any active AFCS mode like ALT or HDG etc. For a climb or descent just adjust the pitch attitude using the knob to establish the desired airspeed or vertical speed then reselect SPD or VS on the AFCS panel.The knob and that function are not incorporated in to the sim version of the Lear 35, so you have to deselect the active mode and use your controller trim to simulate that action. I always used VS for descent and SPD for climb. As to who does what it would be a matter of personal preference, I would usually do AFCS actions myself unless I needed two hands on the control wheel for a large trim motion and there was excess control pressure required. I preferred to actuate spoilers in flight while adjusting pitch trim as it requires about three seconds of trim motion due to a rather abrupt pitch change that occurs if the trim motion is not timed correctly with switch actuation.In our operation the PF always deployed the spoilers in flight and on landing, the PNF would do the retraction during after landing checklist.The PNF is there as you need and follows your actions or requests.In the sim you need a third hand sometimes because you can't readily access a button or switch, in the aircraft it can be accomplished as simply as moving your thumb on the control wheel to engage nose wheel steering. Workload can be high at times even in a crew situation but that is where the coordination comes in with established procedures.In small flight operations everyone knows each other and when you have flown with the same people for many years it all becomes very natural.A nod or hand gesture to indicate an action desired when there is a lot of multi tasking going on may be all that is required.In airline op's you may not see the other guy for years hence the need for very regimented procedures as to who does what.

Scott, Every takeoff requires referencing the takeoff power chart for the ambient conditions, the N1 setting is what gives the required thrust for all the initial take off and climb performance assuming an engine failure.It is required to meet the performance chart data for climb gradients, takeoff distance etc. It is always worst case scenario, you assume you are going to have an engine failure whenever you takeoff. After takeoff you reference a "maximum continuous thrust N1" chart for a given altitude in the climb so you are not exceeding the limit, in reality I rarely referenced it, we observed the manufacturer recommended 795 ITT limit for prolonged engine life (hot section) as often as possible.Some times with anti ice on in the climb you may need to check the N1 as the ITT would be higher but generally staying around 795 in the climb would keep you under any N1 limit requirement. Vref varies from a low of 115 to 129 dependent upon your landing weight (flaps 40).Fly Vref +10 or what ever the conditions dictate in gusts and target Vref at threshold.Again all the chart data requires flying the numbers to get the result. There are climb and cruise charts in the AFM for all weights located in a supplement which you may not have and they are in tabular format not graphs like the takeoff and landing data is.Be aware you are not going to see actual performance numbers, fuel burn etc. from the AFM work in the sim, it does not have that level of realism.It is still entertaining to use but if you want the real deal it is about $1500 an hour for a Level D simulator at FSI which is about as real as you can get.

There are readily available actual performance charts to compare with but the above quoted chart is a good working guide for climb and cruise performance.The high altitude levels seem to indicate an economy cruise based on the TAS number but overall that is a good profile.The published performance charts will allow you to draw your own conclusion.

Quote: "Thank you for that. I fear I still don't really understand a) how it should be used b ) why it should be used c) If it should be used in the sim and d) when it should be used." Not much to it really, A. - Manually move the ignition switch to the on position, the ignition light will illuminate indicating igniter plugs are active. In reality you can hear them spark in a headset. B. - It is a preventative measure for a condition that could cause an engine to flame out C. - Good practice as that is what one would do in real world operation D. - Take off and landing for standing water or slush on the runway, possible bird or foreign object ingestion on takeoff, approach and landing or anytime during heavy precipitation or severe turbulence.Your use it as a safety measure, it is just good operating procedure unless you like to gamble. Always use it for takeoff and landing. If an in flight engine restart is required with an inoperative fuel computer then manual ignition would be required.The automatic on and off ignition is a function of an operational fuel computer such as a normal engine start.

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.