Piston & Turbine Dukes

Just updating to say I have the kln90 installed, but was not using it. I haven't only encountered issue this one time so far but will uninstall the kln90 for now.

@Black-Square said in Century IV autopilot, altitude capture questions: AP_PITCH_REF_INC_UP Aha, I misssed it, thanks. That text is in the Change Log, which I did not assume was something I needed to read. The behaviour which I found non-intuitive regarding the tablet's "Control AP Pitch with Hardware events" setting, is as follows: With this option enabled, I am unable to make changes to L:var_AP_PitchKnob (page 143 of the Duke Turbine manual) With this option disabled, I am able to make changes to the this variable and see it change in the cockpit Well, at least after a few hours of trying stuff, this seemed to be the fix to make my spad.next configuration able to set the desired pitch for ATT mode. Should I instead use these: AP_PITCH_REF_INC_DN”, “AP_PITCH_REF_INC_UP”, and “AP_PITCH_REF_SET”? Thanks and have a great weekend.

@Rich thank you so much for following up with MP team. I am also eagerly looking forward to flying the Duke in MSFS 2024 but it is really frustrating the issue is still not yet resolved by MP team after such a long time... I know this is a common question that comes up from time to time and Just Flight does not normally consider this - but is there any chance Just Flight would exceptionally allow purchase transfer for Duke if the MP issue still persists for a prolonged time? This should at least mitigates the inconvenience to PC customers. No pressure if there are other barring considerations

Just checked on both the Turbine Duke and the Grand Duke - in both aircraft if you pull either the Cabin Temp breaker or the Vent Blwr Breaker the blower fan shuts off regardless of what Cabin Temp Mode you are in.

@MiRexer Ok will try switch both ON and await to see the cycling.

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.

Sound update - the quality of the sound of the Baron is MUCH better than the Duke IMO (piston duke). So good on the Baron that I taxi with the pilots window open to hear it better :).

I’ve identified the issue — it turned out to be a simple misconfiguration in SPAD.neXt.

Now that I noticed this behavior I cannot unsee it. You mentioned third party GPS already make use of the default NAV IDENT variable, which explains why you coded it this way. But could you make it more realistic when using one of the non-third party units? For example, when using the "default" GNS 530/430 and/or your KX155B/KNS81 combo (the so-called no-GPS config), would it be possible to give us at least the option to disable to automatic flipping of the relevant switch on the audio panel (perhaps selectable via the tablet)? I'd love to click both the PULL IDENT and also the NAV 1 swtich on the audio panel myself, rather than having some "invisble" hand manipulating switches I never clicked. I love Black Square for the ultra realism, and the current solution, while understandable, does not match the level of detail of the rest of the systems. First, the PULL IDENT click does not physically pull that knob, I'd love to see the knob animated. And second, clicking a static (non-animated) knob even triggers a different switch to physically move is kind of immersion-killing (for me). Please, at least for the default units (GNS 530/430 and your own KNS81), rework this to make it more realistic so that the pilot needs to click the PULL IDENT as well as the appropriate switch on the audio panel, rather than the NAV 1 switch moving by itself. I hope it's something you can implement.

That is the best news ever!

@Black-Square Disabling AI Trim helped. The noise is gone. I also had the noise in the Piston and the Grand Duke; it seems to affect all BlackSquare aircraft.

@Randolf On Xbox you can’t download 3rd party software outside of the marketplace, and since the KLN90 isn’t available there, you can’t update it. Nick kindly bundles the KLN90 with his planes, for Xbox users, but we can only use that version.

Perfect!! That worked

Cruise climb it is ;). Another quick question - what's up with Vr in the Turbine Duke (102)? The other airspeeds are relatively close to the piston Duke. The only thing I could think of it being able to counteract the torque in an engine failure needing the higher airspeed but it's even higher than Vmc. Tried finding a POH or info for the conversion but couldn't find anything out there (outside of your manual).

Glad it's working well for you, and glad that my suggestions were over the target. Thanks for letting us know for anyone else who might search with a similar problem! A great weekend to you, as well

Ok, thank you so much for the heads up.