Piston & Turbine Dukes

Amazing video again. Thank you for the clear explanation. Indeed, anything is possible with my aircraft and hardware bindings. Someone else will have to advise exactly how to achieve this with Axes and Oh's, but I can tell you the exact L:Var sequence you're looking for to achieve it. From left to right... Position 1: L:var_FuelPumpSwitch_L = 1 L:var_StarterGenSwitch_L = 1 L:var_IgnitionSwitch_L = 1 Position 2: L:var_FuelPumpSwitch_L = 0 (0 = WING, 2 = AUX) L:var_StarterGenSwitch_L = 1 L:var_IgnitionSwitch_L = 1 Position 3: L:var_FuelPumpSwitch_L = 0 L:var_StarterGenSwitch_L = 1 L:var_IgnitionSwitch_L = 0 (0 = ON, 2 = AUTO) Position 4: L:var_FuelPumpSwitch_L = 0 L:var_StarterGenSwitch_L = 2 L:var_IgnitionSwitch_L = 0 Position 5: L:var_FuelPumpSwitch_L = 0 L:var_StarterGenSwitch_L = 0 L:var_IgnitionSwitch_L = 0 I hope that helps get you started! Let me know if you have any more questions.

Thanks for the video! It's a joy to see your setup, but I think that's also the first time I've heard the voice of one of my users outside of Flight Sim Expo. Which event are you using for the generators? I think it's just a matter of it repeating the command continuously, as I've seen this with other aircraft in the past. I'm sorry that I'm not an expert on the hardware binding software, though. Are you sending a "Toggle" command, rather than a "set" command? The inverter should be very easy if you are already working with other L:Vars. The inverter switch is... (L:var_InverterSwitch, number) 0 = Main 1 = Off 2 = Standby All other L:Vars, native events, inputs, and outputs are in the manual, if you haven't found them already. Good luck and let me know if I can do anything else to help!

Good question! The real-world FAA approved STC (supplemental type certificate) flight manual for the Turbine Duke does not list a prop sync switch anywhere in the cockpit; however, there is a 2 amp circuit breaker labeled, "Prop Sync" (in the real aircraft).

Hehe... unflyable... this is a mess Good eye... never niticed it and admired the plane quite often from the outside.

@Kilstorm in AAO, first collect all Lvars: menu Scripting -> Read Lvars from sim, then when creating a new button assignment, click on the key down event, and find the Lvar you want to set, and on the right of the field, change the number to what you want to set the variable to. That way you can set various Lvars using your buttons. That should get you started. If you run into any problem, feel free to ask for details.

@Randolf Thank you so much!

Thanks, Michael. I really appreciate that. I asked all my beta testers and everyone at Just Flight what the best solution was for accessing beta before I went down this road, and this definitely the "easiest" solution that we could come up with for the majority of users. The replies to my request were certainly not unanimous, though, as there seems to be no consensus on the best way to implement beta. This is definitely a scenario where I wish I could please everyone, but that seems unlikely. Thanks for the note. I'm always listening for suggestions. It just pains me when when I'm not able to deliver a solution that works perfectly for everyone all the time.

Great, thanks! I figured that's probably how it is in the aircraft...just wanted to make sure I wasn't missing something.

Do you have the TDS installed in your community folder? That option should never be activated for anyone unless they at least have the TDS installed. If you don't use it, removing it from your community folder for the time being should force the tablet to always load in PMS mode regardless of your previous selection.

@Randolf said in Century IV Autopilot Pitch switch: Are you controlling it by clicking in the virtual cockpit yes virtual cockpit

Wow how I missed that it says Recharge battery on the engine page. Obviously its not on the Electrical display. Thanks so much!

@Black-Square yes, that was 100% the problem. i forgot about it because i am not using it on this plane due to the 3-way switches. thanks for your help. sorry to bug you with my silly oversight :|

@syff That works! I just chose the wrong LVAR for the binding. With the "MagnetoController" one it works instanly. Thank you very much! I know, scripts can do "magic", but I have no clue how to write them (coding in general is all Greek to me) xD, so I'm happy to have the little GUI from A&O.

So glad to hear you're enjoying them! The same thing has happened over here in the US, but some parts of the country are better than others, because the terrain varies so much from one end to the other. You can still find lots of unique approaches hidden up in the mountainous areas of the mid-west. Yes, that's the outside air temperature gauge. You can also retrieve the OAT via the function button on the transponder, and I believe also on the engine monitors in both versions of the aircraft. Happy flying!

yep, just tested it. I used the spacedesk app on my iPad and simply dragged the popped out tablet to the iPad-monitor. Worked like charm.

@seipp Exactly. That's what I do. I have 47 hours on each engine and each one still at 100% life

Here are the supplemental oxygen requirements from the FAA: Sea Level to 12,500' - No oxygen required. 12,501' to 14,000' - Required by the required crew if over 30 minutes at this altitude. 14,001' to 15,000' - Required to be provided and used by the required flight crew. 15,001' to 25,000' - Must be provided for every occupant. Since the Duke has a pressurized cabin, the oxygen system is only really designed for use in a pressurization emergency, or to supplement the cabin pressurization at very high altitudes, as you discovered. There are also different types of oxygen masks. Some are more sophisticated "diluter-demand" or "pressure-demand", which use less oxygen than the standard face mask or nose canula, which are "continuous flow" devices. In fact, continuous flow devices are limited to only 25,000ft by the FAA, so you should not rely on their use over that altitude, but they could still be useful in an emergency scenario. In reality, many continuous flow systems have adjustable flow rates to prolong cruising times, while my system is just on or off. This is probably the biggest contributor to what you're seeing, since the body would not require the maximum flow rate to sustain a healthy blood oxygen concentration at only 12,000, once acclimated. All this to say, you should be able to avoid all oxygen concerns by maintaining within the limits the FAA imposes. However, if your blood oxygen concentration begins to decline below 90% on the tablet, a period of supplemental oxygen use, followed by continued monitoring of your blood oxygen concentration should keep you in good health to fly without using all of the continuous flow oxygen in a few hours. I hope that helps answer some of your questions! Let me know if you have any more.

Wow, great information! Unlike the KX-155's, I've never had a KR87 in my aircraft, so I'm not surprised these escaped me. To tell the truth, unlike my other avionics, I only implemented my own KR87 to get the correct 7-segment font, and did not go though the process of synthesizing the manual, like I've done for other avionics. That's the real reason for the oversight. I was just trying to duplicate the behavior of the unit in default aircraft, but I should have expected that would not be accurate. Thanks for letting me know!

it is indeed

Same happens to me, I opened a topic: https://community.justflight.com/topic/6431/save-state-not-working