Black Square Add-Ons

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• Bonanza Professional

  199 1k
  199 Topics

  1k Posts

  S

  Yeah, I looked a lot closer at this, and I have now decided that I just couldn't see the instrument lights, and it's not a bug. I can see the instruments well enough, but was expecting a bit more illumination if I turned on the lights. All good.
• Baron Professional

  192 872
  192 Topics

  872 Posts

  K

  Hi, I do not have the PMS. Only have what comes with the package. It's completely a matter of hit or miss. The same config sometimes yields to a successful ILS capture, sometimes the ILS does not capture. Yes, the indications are fine, the needles move as they should, but HDG mode remains active, APP remains armed but not activated. So far I only noticed this behavior when I was using a config which included the KNS81 RNAV computer, in which case, the issue happened more than 50% of the time. Yes, I always use the NAV 1 radio for the ILS approach, change the NAV source well in advance, change HSI source, the DME source. Everything is well prepared for the capture. I also tend to use HDG mode to intercept the localizer, even when my RNAV waypoint could achieve the same, I switch to HDG mode and expect the LOC to take over - but it does not happen consistently. I never noticed this before I started to use the RNAV computer. In the early BS days, the RNAV computer wasn't working with the autopilot and so I never chose a RNAV panel config - never experienced the problem of non-captured ILS either. But since I bought the new Baron, and since then the Duke, knowing the RNAV can be used with the autopilot, I actually use it a lot - and interestingly, the issue with the ILS appeared. Therefore, I dare to say this behavior is somehow related to the RNAV system and its methods of utilizing the autpilot. Perhaps 3rd party scnery also play a role here (I only fly to 3rd party scenery, never use stock ones, except for those "enhanced" ones). So it may be more than just one thing.
• Starship

  529 4k
  529 Topics

  4k Posts

  A

  @SadBucket I think the option (and I'm a great believer in options!) to simply remove by tablet is great for those that maybe think they have a ground crew for doing those things. That actually brings up something I don't know: do biz jet pilots remove the covers and things? How deep a preflight do they do? I had a buddy who flew in east Africa for the Red Cross for years and he told me about the flying but never once mentioned doing a preflight. I drove school bus for 30 years and my stories never mention the 10 minutes doing the pretrip inspection that we all had to do every morning. @Black-Square I guess I'm missing something when setting the park brake - I'll try that ASAP. edit: Got it!! A small possible wrinkle would be having to be within a certain radius of a removable element; it would lend more credence to walking around doing the preflight. Why be able to reach 20' to remove a cover? Okay, we can't jump up on the wing (can we?!) to remove the intake covers so there has to be a compromise. Have a great day. Bob
• Piston & Turbine Dukes

  527 3k
  527 Topics

  3k Posts

  S

  Generally speaking you should not utilize the autopilot when flying any light twin single engine. That said if you are single pilot and, it may not be a bad idea to engage it momentarily to maintain a safe attitude while completing something like an approach briefing. I used a KFC 225 momentarily on my Multi IFR training, but found I did not need it. In the sim where you are using a mouse and keyboard to look around and complete actions I can imagine it would be very helpful. Extra Blurb: When experiencing an engine failure you are to conduct the appropriate emergency checklist for the phase of flight from memory in a timely manner and then declare an emergency. My flow for the turbine duke would look like this: Disengage autopilot Maintain control (Maintain ALT if able and pitch up to compensate for power loss ensuring your speed does not fall below the blue line speed) If Fire: extinguish and continue below next two items Identify the failed engine visually with rpm gauge verify (utilizing the throttle to ensure the identified engine's gauges are unresponsive to inputs) Inop Eng Power Lever Idle Inop Eng Propeller Feather Inop Eng Condition Lever Cutoff Op Eng Propeller Full Forward (Not in Checklist but should be) Op Eng Power Lever 1200 FT-LBS if level; 1260 FT-LBS if climb is required Establish a safe flight attitude (very important and why you should not utilize A/P): Hold dead engine wing up with 3-5 degree bank and apply appropriate rudder to keep the turn coordinator ball half out towards the dead engine (consider using rudder trim if extended flight is required on one engine) Continue rest of checklist items utilizing emergency checklist and declare emergency with ATS Everything before last bullet point should be able to be executed within 15 seconds of the engine failing if you are proficient. In a piston engine aircraft in cruise phase of flight you would also need to demonstrate executing troubleshooting items from memory as well before cleaning up and feathering the failed engine if the failure was not obviously catastrophic.
• Real Taxiways

  45 267
  45 Topics

  267 Posts

  M

  I will. Thanks.
• Steam Gauge Overhaul

  460 2k
  460 Topics

  2k Posts

  D

  Thank you so much. Thats incredible! I'll try not to be a pest and work things out myself in future. I'll post some photos aswell if that's ok. I haven't delved into other aircraft or addons or even fine tuning frame rates etc yet. Just solid building and the analogue king air (mainly sitting on the runway for hours on end)... which has saved my a$$ and made things possible. It's a very niche arm of cockpit building. I have hundreds of design files for 3d prints and laser work for a king air, So if anyone needs anything to kick themselves off I'd be glad to help. It'll save you going down the road i did.
• TBM 850

  421 2k
  421 Topics

  2k Posts

  S

  Just realized I never replied here. No issues found. I do not have PMS and do not intend to get it.