Piston & Turbine Dukes

@Black-Square said in START/IGN Fuse always blowing: hardware bindings are causing the starters to continue running behind the scenes Good call. Using SPAD once I unbound the key switches works like a top. Thanks for the hint!!

I think that too and was sad is I spent some time seeing if it was a problem but as I found it was a storm in the teacup I did learn a lot about the dukes and also the sim so it was not a total waste. smiles

Thanks, I understand better. I no longer have any problems starting the engines.

The only other solution I can suggest is to use the flashlight (Alt-L) temporarily as needed. Perhaps change the keybinding to something that's quicker/easier to use, or a spare button on a controller. May cause night-vision blindness; use with caution! (There are always those incredible flashlight-colour-changing add-ons which you can buy in the Marketplace. Surely great value!)

From memory (standard disclaimers: only for simulator use, I won't be liable, I'm not a flight instructor, etc.), the Cessna 172S POH says to lean for ground operations by setting 1200 RPM, then leaning for max RPM. In practice, you can lean somewhat further, and at some point you know from experience about how far you need to pull the mixture knob out.

@Raller said in COWL flaps when loading the plane on the runway: Mississippi, 2 Missisippi, 3 Missisippi That is indeed exactly how Duke operators learn how to manage their cowl flaps. The real reciprocating engine Duke owner who contributed to this project recently said to me that he plans on creating an aftermarket solution for Dukes with a small digital indicator for the cowl flaps position.

@Nicotine70 I've sorted the issue now. The fix? Absolutely nothing, it randomly decided to work for no apparent reason at all. It's definitely not a binding issue as I have nothing bound to any AP controls (control surfaces, trim and power management only).

Strange enough, moving the A2A Comanche out of community resolved the problem.

@lilycrose - I’ve been noticing the same thing. While I think I’m usually pretty kind to the engines, there was one flight where my CHT hit the redline a few times, and I’m surprised that both of my Duke’s engines have remained at 100% after all of my flights so far with no repairs done. When I was primarily flying the Bonanza it definitely showed a little wear over time with similar treatment. It has had me starting to wonder if there’s something not quite working here.

@Black-Square - Thanks. Sure enough, it was a failure and I misread the manual.

Just finished that flight, SCCI-SAWH. I changed from PMS750 to GNS530 and 430. I didn't use the GPS for navigation, but only VLOC mode. No problems at all. Everything worked as expected. Maybe i will try it again with 530 but using the GPS for navigation.

Thank you very much, that's what I understood.

Ok. then I made a mistake in my thinking. I was of the opinion that the friction lock acts on the trim. Thanks for the quick answer. Michael

@LondonSimmer looking at the files, I don't think the final prop heat amp value is actually saved into a convenient variable, but this is a simplified expression that is used to calculate value on the prop amp meter on the panel: (A:PROP DEICE SWITCH:1, bool) 17.5 * (A:CIRCUIT ON:10, bool) * (A:PROP DEICE SWITCH:1, bool) 18.0 * (A:CIRCUIT ON:11, bool) * + (A:ELECTRICAL MAIN BUS VOLTAGE:1, Volts) 12 > * The actual expression is much longer, and introduces effects like the needle wobble, but this should be just the plain numbers, if I got it right. Seems to work for me.

I think you might be right about the rnav/nav1 selector its probably with the kns, even tho i dont have the KNS installed on my plane only 2 GTNs... so i'm not sure.. I still dont get why i dont get the GS working as its a different issue, ill try again to fly an ILS and see if i can get it to work Edit : okay i just tested again and now it seems to work ill try with a 3D rnp now Edit : okay seems to work now idk why i'll let you guys know if it does it again