Eddie

Hello, What do you mean you're still stuck with 1.1.0? Is your iniManager not installing 1.1.1? We have limited control on updates for the marketplace because, naturally, we don't run the marketplace. We sell our products there so users who use the marketplace exclusively can also use our products, as well as Xbox users.

Hello, Have you had this issue again at any point? Thank you

Ok thank you. Is anyone able to provide a video/screenshot of the OIS flashing?

Hello, Apologies for the late follow-up. I unfortunately believe that we are crossing into waters of which only MS/Asobo can help. This sounds like a wider simulator issue that you're having and I can't tell exactly what is wrong. If you're still experiencing this, please at least ensure you're not on the beta (SU3) and that you have reinstalled the simulator entirely. Thank you and apologies for the inconvenience.

For the OIS flashing issue, are you two on SU3 beta by any chance? @tunapoptart @CptPaul Will take a look in regards to the other items as well, thank you.

Hello, I can assure you that if we somehow could sit for a weekend and resolve all WASM crashes with ease, we would have done so a long time ago. It is important to understand that we want you all to be happy. We have fixed countless of different WASM crashes and most that WE can fix have been. There will always be more that are either user-specific or very situational, something impossible for us to catch in testing prior to pushing out a patch. At this point a simulator-wide fix is needed to substantially lessen / remove this issue. We are hopeful with SU3 release, these crashes will become a lot less if not eliminated entirely. Again, I understand your frustration and I get it feels like we aren't doing anything to resolve them, but we are and have been, it has just reached a point of "not much can be done". Thank you for your understanding 🙂

Hello, I'll check in with the team again tomorrow morning to double check if there's anything we can do on our end. Will get back to you if there's anything of substance to share 🙂

Hello, Thank you for the feedback! I've forwarded this to the team along with anything else noteworthy from this thread.

Hi there, Thank you for the feedback. We'll fine tune this for a future update 🙂

Hello, We are actively looking into what is causing such performance loss for some users. It is unfortunately a pain to diagnose. We are however hopeful we're making progress. I apologise if you feel that isn't the case but I am hoping you trust that we are doing our best to make you happy. 🙂

Hello, We've been tracking this thread as @dectenor1 had previously messaged me regarding it. I only now noticed it had not been marked as LOGGED. We've been reading and noting everything said here and I appreciate the effort from everyone.

Hi there, We are actively looking into the issue. Apologies for no reply, already logged via our Discord channel. This was unfortunately not caught in testing as none of us were getting CPDLC issues. Nonetheless, as mentioned, we're looking into it for a hotfix hopefully soon. Apologies for the inconvenience!

Hello, I completely understand your frustration, however, it is not something we can control. Items submitted to the marketplace must have a price-tag on them. We'd make them all free if we could. I appreciate your understanding and hope you'll enjoy the aircraft! 🙂

Hi there, Please try using the webstore instead. Ensure you are logged into the correct account. https://inibuilds.com/ Thank you 🙂

Hello, It is proving to be quite tricky of a fix. We are continuesly investigating why this is occuring. From what I understand, restarting the flight will resolve it. I apologize for the inconvenience!

Hi there, We're aware and have logged this. Thank you for the report 🙂

Thank you for the follow-up. I'll forward this to the team and we'll take a look at what could going on here. 🙂

Hi there, Will let the team know. Thank you 🙂

Hello, I have not observed any weather sensitivity from my end. Do you perhaps have a video example of this happening? As mentioned above, the flight model has seen its fair share of refinements and we are happy with its current state as it reflects the references and examples we have based our development off of.

Hello, Please try logging out of the iniManager then back in. Complete uninstall then reinstall to ensure the files are in their entirety new. There should be no issue with installing the latest update at this time. Let me know if this doesn't resolve it. Thank you

Yes, my screenshot is from FS2024. This is the cargo variant, yes?

No defensiveness here! 🙂 We shall take a look at what is going on as soon as possible. I've forwarded this all to the team. Apologies for the inconvenience.

Hi there, I cannot see this issue on my end, please try re-installing the aircraft if this persists between flight-sessions.

Click the image to add the airframe to your SimBrief!

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 shall not be confused with being below the decision altitude for your approach. For example, you can be below your minimums but the aircraft ahead is still on the runway and has not vacated yet. Once the runway is clear and you consider yourself committed to land, reduce speed, aiming to reach Vyse by the runway threshold. If you want to do a short field landing you can slow down further, but never below red line speed (90 kt) which is your minimum control speed in the air (Vmca) with flaps in the take off position. A single engine go around close to Vmca requires very precise flying to avoid losing control of the aircraft. Engine failure handling Handling an engine failure in a light twin aircraft such as the F406 requires precise flying and diligent adherence to procedures. Compared to airliners, there is no automation to assist in handling the assymmetry (such as automatic rudder trim) and the amount of excess thrust provided by the operating engine is significantly less. The steps required to handle the failure can be remembered as: Power Up, Clean Up, Identify, Verify, Secure. Lets discuss each step in more detail. Power Up Losing an engine is a serious issue, and can lead to an 80% or even greater loss of performance. When the failure is detected, immediately select the maximum propeller RPM (1900RPM) and maximum power (1385 ft-lbs torque). At this stage move both engine propeller and power levers, the priority is to get the maximum amount of power and not to spend precious time choosing what lever to move. Clean Up Given that performance is greatly affected, flaps must be selected up and the gear retracted in order to reduce the amount of drag. Identify To identify the failed engine think of the following sentence: “Dead leg, dead engine”. The rudder input will always be in the direction of the live engine. If the left engine fails, the aircraft will yaw to the right, requiring the pilot to input left rudder. This leaves the right leg “dead” and not doing much, this is the first step to identify what engine has failed. Verify Mistakes can always happen and the next step is to confirm that the initial failed engine assessment is correct. The engine instruments will serve as confirmation that an engine has failed. Following the positive confirmation of what engine is failed, the power lever of the affected engine is slowly retarded to idle. There should be no change in yaw If the identification of the failed engine is correct. Secure The final step is to secure the failed engine. Positively identify the correct propeller lever and feather it. Continue on to the fuel control lever and select it to cut off. Turn the generator off and the fuel boost pump to off. The failed engine is now secure. A final step that aids in handling the aircraft is to “raise the dead”, roll the aircraft approximately 5 degrees towards the live engine. Keep the aircraft flying straight, the slight bank will give a lateral component of lift that will be in the same direction as the rudder input allowing the pilot to release a bit of rudder. Climb considerations The F406 is unpressurised, and care should be taken to ensure passenger comfort. To avoid discomfort, the vertical speed of the aircraft during climb should be maintained around 500-800fpm. Power should be adjusted in order to achieve the required climb speed and rate of climb. Maximum continuous power might not be adequate, especially at lower levels where there is a lot of excess power available. Descent considerations The human ear is more sensitive to increasing pressure during descent compared to the decrease in pressure experienced as the aircraft climbs. During descent it is recommended to maintain a vertical speed not greater than 500fpm. This requires a different computation of the top of descent point based on time required to reach the desired altitude. Lets assume we are cruising at 10,000ft and we want to descend to a target altitude of 2,000ft. 10,000 - 2,000 = 8,000ft descend. At a rate of descent of 500fpm this will take 16 minutes. Once the amount of time required is known, we need to know the ground speed of the aircraft, for our example we will assume 180kt, which is 3nm per minute. Multiplying the time required to descend by the amount of miles covered per minute will give us the distance of the top of descent point. 16 x 3 = 48nm. The descent should commence 48nm before the point at which we would like to level off at 2,000ft.