FAQs

Overview The iniBuilds F406 has a two-axis autopilot that controls the ailerons and elevators. There is no auto-throttle, the power levers must always be controlled by the pilot to achieve the desired target power and/or speed. The Yaw Damper functions independently of the autopilot and can be engaged in conjunction with the autopilot or independently to provide basic yaw coordination. Engaging the Autopilot / Yaw Damper The F406 autopilot system comprises of two units: the Autopilot Control Panel and the Autopilot Mode Selector. Both units are used together as they provide different functionalities and modes of operation. …

Here you’ll find the manual as well as the quick reference guide. F406_MSFS_Manual v1.0.3.pdf F406_QRC v1.0.0.pdf

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Approach and landing best practice The best practice when on final approach in a light twin aircraft is to fly at a speed at or above the blue line speed (104-108kt depending on altitude). This speed is called Vyse, or best rate of climb speed with one engine inoperative. At this speed the aircraft has the least amount of drag in an engine inoperative situation. In the F406 it is recommended to approach at 130kt, this higher speed provides better control and improved forward visibility. It also gives a margin to Vyse should an engine failure occur during the approach. Continuing the approach, you would maintain 130kt until you are committed to land. This sh…

The F406 comes packaged with the default WT GNS430 head unit for GPS enabled navigation. Should users desire an aftermarket guidance solution we've allowed for the following EFB-selectable aftermarket options. - PMS GTN530 - TDS GTNXi Pro *note, these units are 3rd party payware and have extensive documentation on use and feature set at the above links. Inibuilds cannot provide direct support beyond implementation in the F406. Access to these options can be found under the EFB "options" page. Simply select the corresponding option and verify the head unit is installed and functional.

Power Considerations The F406 engines are free turbines, this means that the turbine itself is not directly connected to the propeller shaft as would be the case in direct drive engines. From the perspective of the pilot, this is noticeable as a slight delay or lag between power changes and the aircraft accelerating/decelerating. During taxi, anticipation is required with power changes to prevent the aircraft from coming to a standstill if braking. This is most noticeable when slowing down and initiating a 90 degree turn or greater, the effect of braking plus turning will stop the aircraft halfway through the turn if power is not added with anticipation. It…