Interconnected throttle/RPM controls adjusted to more accurately reflect blade angle and indicated
airspeeds.Indications now reflect the use of Dart 525/530 engines.
2. Electrical System.
Introduction of an Emergency Power gangbar for operation in the event of complete generated
electrical power failure. Operation of the gangbar selects the Generator Emergency Power
Switch to No1 generator, the Battery Emergency Power Switch to emergency and the Power Master
Switch to off, in addition to switching off the Generator Master Switches. The GEPS can be
reselected to No4 if No1 is inoperative and No4 is operational. Operation of the gangbar isolates
the main busbar feeding nos 1, 2 and 3 busbars and connects the operative generator to the
Generator Emergency Bus Bar which feeds busbars 1A and 3A, while the battery feeds busbar 2A.
The Generator Emergency Bus Bar also supplies the Emergency Inverter which is automatically
brought on line with gangbar selection, irrespective of whether the Main or Auxiliary Inverters
are still functioning.
The main inverters will now fail when the main bus voltage drops below 25V. On the ground, with
the engines stopped, selection of the Battery Isolation Switch to isolate will simulate the
connection of ground power, which will cause the Ground Power lamp to light and supply the inverters.
Note that with the Realism Settings tab away from the fully left position, battery life is limited
and the selection of ground power does not override this.
3.Pressurisation.
System recalibrated to reflect spill valve operation. Operating procedure unchanged.
4.Flaps
Mechanical linkage between flap and throttle levers introduced. If the throttles are opened
beyond the fully closed position, and the flaps are in the fully down (47'/100%) position,
the lever will automatically jump forward to the 40'/85% position.
5.Flying Controls.
With the gust lock lever engaged, the ailerons and elevator will remain locked in the neutral position.
Sufficient power on outboard engines will only be available for taxying but not for takeoff with the
locks engaged. The rudder remains free for taxying.
6.Propeller High Stop Controls.
When the automatic lock withdrawal system is in use, ie HP Cocks in the open position, the condition for
lock withdrawal must be met on all four engines before any one lock will withdraw, the exception being if
a particular propeller has been feathered. The Emergency High Stop Disarm Switch is now operational.
7.Autofeather System
Sensitivity adjusted.
8.Fuel System.
System recalibrated for improved accuracy. Fuel may now be loaded disproportionately and may be drawn from
any tank. The pointers and tooltips will now show a continuous accurate indication of the fuel quantity per
tank. Additionally mismanagement will result in fuel starvation.
9.Anti Atmospheric Systems
Failure to operate the Power Unit Deicing system and Fuel Heaters in adverse conditions will now result in
engine flame out.
