TBM 850

@dosmarder thanks, yep that's exactly the part that caught me. I think it makes sense for the manufacture to simplify the models differences and the certifications and training required. From my humble real-life C172 experience, even a modest diff of 160HP vs 180HP models can feel quite different, especially when torque and p-factor are at their fullest. As I understand, the goal was to focus on the cruise performance without dealing with the rest of the flight envelope. While I'm also a bit puzzled about the lack of 850 mode during takeoff ( and go-arounds!) , I guess they considered the available performance for T/O GA balanced, proven and well in the design goals. Another hint I've found, relies in the differences between the 850 and 900 where the 850 SHP made available for the entire flight regime. Here is an excerpt: "The new dorsal fin and a new torque limiter on the PT6A allow takeoffs at the engine’s fully flat-rated 850 shp instead of the 700 shp limitation in the earlier TBMs. " https://www.ainonline.com/aviation-news/business-aviation/2014-07-01/pilot-report-daher-socata-tbm-900 My another hint also comes from the 850 POH, especially interesting to read is the restriction to use "850" during a go-around: GO--AROUND (2/2) If IAS is at or above 115 KIAS : 8 -- Flaps ................................................ UP In case of air leak between the solenoïd valve and the torque limiter, the available torque might be below 100 %. Consequently, it is strongly recommended not to select “850” : for a new approach or visual circuit for staying below 1500 ft AGL Just my guessing here, but it seems that the torque limiter is a sensitive point of failure and again in the balance of safety vs performance it is best to stay on 700SHP.. my interpretation anyways...

@HardCat55 Thank you for your reply. That's exactly what I thought. I often use spadnext to access the LVARs. But I haven't mastered writing scripts yet.

@zenit_swe said in AP not flying coordinated: Is it normal that the AP can't fly coordinated when there's a side wind component? I haven't made that many flights yet but it always struggles to keep the ball centered both when turning and enroute. At´re You looking at the "Mechanical" slip ball beneath the EFIS or the Turncoordinator on the EFIS (3 hollow boxes with a filled T below them ? The 3 hollow boxes and the T is the turn coordinator ie. depicts when You are flying a standard 2 min Turn (360° in 2 mins) The "Ball in a Tube" mechanical Slip indicator is the one that indicates wether You fly coordinated or not.

@enrique Thank you for pointing out! Going straight into my spad.next

@mad_x the radar can move above the XPDR to the right. Or it can go completely, as avionics are hot-swappable and you can always flick a switch to bring it up again. Or the second GTN 750 can go above the XPDR as well. And if the GTN 750 doesn't fit there, then the GTN 650 (also included in PMS and TDS GTN 750) surely will.

@ape42 wow, thank you, this is exactly what I was hoping for!

@speedbirdmia wc

I would like to add OAT display mode to the list, that one is always set to Fahrenheit.

@wothan Thanks for this advise

@flying_drunkard Thanks a lot, the WTT package was missing. Now everything works!

@jetnoise Wind wasn't bad, in one case maybe 6kt with only a light side component and mostly headwind. Control is with pedals. As I accelerate the plane down the runway (way too fast), I'll eventually feel that it wants to yaw off to the side, and even a very slight correction will send it careening off the opposite way. The pedals aren't set up with an extreme curve or anything and work smoothly otherwise, it's just that moment in the life of an 850 that gets exciting.

With essentially a 3-position selector, the low idle position could easily take the middle 90% of the axis, and only 0-5% would be cutoff and 95-100% as high idle. That would make it much easier to hit, and it's not like in the Kodiak where you need to torque in the air condition in low idle

@voice-of-reason Great response, it's already a fantastic aircraft in my opinion, so I'm excited to see how it develops - thanks to Black Square for his hard work so far

Thank you "usul" and "pedwards" I had assignments to pitot tubes on both the keyboard and Honeycomb Bravo. I deleted them both. I fly exclusively in VR, and I try to have all assignments deleted to be able to manipulate buttons/switches/rotaries with the mouse. Thanks again! Regards, Roberto

CWS is not a function of GPS unit, it's a function of autopilot. In our case - KFC325 unit. Here is the screen from the docs for 700/850 version (from here) . Moreoover, when I press CWS button on the yoke, EADI correctly indicates it with white "CWS" annunciators, but apparently it just has no effect on AP afterwards (and even when CWS is pushed in, the AP is still actively flying the plane) [image: 1f19f619-c17d-4cb4-af8a-454562c8308e.png]