TBM 850

found the issue, thanks again for the help

@VIZIX Maybe you have to be in a parking slot? Edit: Tested this and yes, that seems to be the case - you have to be inside a spesific parking spot or otherwise external power doesn't show up! After slewing 850, it worked even in a helipad, but not anymore if I slew couple meters away from it.

@Orlaam what do you expect him to do? This is a known bug in MSFS and you can replicate it in many aircraft, including default ones. It’s just a very strange issue and hopefully it will be fixed.

Oh, sorry fogott to give feedback. I cleaned the community folder and started msfs with only the PMS50 and the TBM within the community folder. Same behaviour. With the GNS530

I've done a great deal to minimize the twitchy controls, but most MSFS aircraft are pretty light on the controls. It's been this way for decades. It's nice to see some developers actually reducing the lightweight flight dynamics that aren't true to life. iniBuilds does a decent job on their A300 too. The Caravan and TBM, followed by the Duke are good heavier feeling GA planes.

@Black-Square Scott from JF directed me to on Aug 11, 2023. It's truly not an issue it got overlooked because we're both busy people. I can send you many more materials and provide my own experience maintaining these aircraft. While I haven't had a chance to work on 850 specifically, my regular customers were 700C1 and C2 (very similar to 850), 910, 940 and 960.

@Outermarker This is not normal. Aux pump comes on when fuel pressure drops below 10 psi +/- 2 and stays on. I am searching the documentation for the description of the logic, but this is what I have for now. [image: c855d286-4c0b-44de-89e9-c7f2bfc656a8.png]

In Legacy TBM850, second AHRS was optional. [image: d811161b-00c2-408d-8ba6-6e8bdd30a866.png] [image: 3955cf8e-4a82-4f67-8eb9-5a148c4bc91a.png]

Thanks Zwoop68. Much appreciated.

There’s already a cabin temperature display on the right side instrument panel.

Quick states would be really usefull too. At least two options for "cold and dark" and "takeoff" states.

A complete sound rework would be the cherry on top of this otherwise perfect aircraft! @Raller Your repaint with the custom interior is awesome, I always use it when flying the TBM!

@Jouxeur33 Send these folks an email and see if you can get the performance charts for the 5 bladed kit on a factory TBM8. Would be a good first step... https://hartzellprop.com/products/top-prop/other/tbm-700a-b-c1-c2-n-tbm-850/ https://cutteraviation.com/aircraft-service-avionics-support/hartzell-5-blade-propeller/ If you do get the pertinent info, forward to the dev so he would have the info to consider for the future.

Thank you so much for letting me know! That's an important one for me to remember as I bring the tablet into my other aircraft, so that was very helpful to hear! I too have noticed that the GNS will sometimes go through the startup sequence when the aircraft is loaded on the runway, and sometimes not. I haven't approached that like a bug, since it doesn't seem to have any related impacts on the user experience, but I have also not noticed any particular logic to when it does it and when it does not. I hope everything is working well for you now! Thanks again for helping me find this one!

I have the same problem I have found no solution. I’ve created a ticket three days ago and still haven’t heard.

This also happens to me each time I spawn hot on the runway. Two workarounds I’ve found. Cycle the radio master switch off and on again. Select a non-GNS 530 on the tablet, load that configuration, then reselect the GNS 530s on the tablet.

Right on @Camo. I'm just glad you got it sorted out. Cheers

Looking at the code, the approach arming indicator works the same as it does in all my other aircraft. It will illuminate when approach mode has been selected in VLOC mode with no valid source of navigation, or when GPS mode is selected and the GPS is not providing approach guidance.

@jheidebrecht said in Questions about Engine Performance NG/ITT/Torque since update: My question is how are you maintaining a similar airspeed with a reduction in RPM? Given the same power setting, a reduction from 2000 RPM to 1900 RPM yields a 10-15 knot reduction TAS for me. I did some rough testing some months ago and didn't see any significant loss in airspeed from 2000 to 1900 RPM but I only did it at one altitude and I don't recall what it was. I just assumed it would be fairly consistent regardless. I did some more testing today at various altitudes of 10k/20k/30k and found large variances in airspeed with RPM variations. At 10k it looked like my airspeed was fairly consistent from 2000-1700RPM and in two separate tests I seemed to gain a knot or two with lower RPM until I went below 1700RPM. At 20k I maintained airspeed down to 1900RPM, lost about 4 knots at 1800 and then lost about 20knots at 1700 RPM. At 30k I lost almost 20 knots going down even to 1900RPM and at 1800RPM it appeared I would just continuously lose airspeed and I quit when it appeared the aircraft would eventually stall. Most of my TBM flights are around 1-1.5 hours so I don't often go to higher altitudes except for water crossings so maybe that is why I didn't really notice what you have already found to be true. From what I saw today I will watch more closely and definitely not run any lower RPM than 2000 above FL200.