Piston & Turbine Dukes

I kind of have it working using this: KNS81_chkButton_Press#1 (>L:var_RNAV_CHECKMODE, bool) KNS81_chkButton_Release#0 (>L:var_RNAV_CHECKMODE, bool) When you press and hold the CHK button it will flash the DME info and flash back, then flash back to DME and remain displaying it with an occasional flash, then revert to normal display on release. Everything else is working perfectly and I am very happy with Blacksquare for doing both this and the KNS80 RNAV units. My father had one of the very early KN74's installed in his Navajo Chieftain in the early 70's and loved using it. I remember watching the drum numbers rolling to their settings.

I think the human ergonomics have a role here. I have often found myself sitting left of optimum in an aircraft and caught myself out with the old swivel seat being slightly left of where I left it! Possibly through swivelling and getting up to back downstairs. I am trying to wear some divots into my office carpet but this would go down really well with my line manager Needless to say, I do eventually get it right only to wonder why the rudder pedals have shifted too.

Looked again. It was a mod causing my issue. It has never done that in any other plane, but seems to be a Duke issue. No idea why

dose any one know what the setting would be in spad.next

Clear, thanks for your answer ! I figured it was something like that haha. This addon is fantastic, I hope you will find some more trickery to improve this little detail !

No biggie I just thought maybe light up the button??

I hear a very audible click when I move the throttle forward from beta.

Oh thank you. No. I want them, and I’m glad they are set to “real world” by default. Anyone remember the Aeroworx King Air 200 that after you made repairs to a system it told you how much it cost? That’s how I learned to taxi using beta and not my brakes.

I've done a couple of flights in the Piston Duke now and I love it. I was struggling to fly it accurately but I think this was related to MSFS weather / turbulence because the aircraft was all over the place, the nose constantly dropping then bucking and the ASI gaining and losing 10 to 15 knots every ten seconds or so - with 'normal' / offline weather it was better... I found some power settings to help fly the approach which is where I was really struggling and found that approach flaps, max RPM and around 15-16 in. MP gave a nice descent rate and approach speed and likewise with full flap bumping up the power to around 21-22 in. MP also worked nicely. I've upped my failure rate now and look forward to diagnosing some issues soon. I did get a vapour locked engine recently and didn't manage to get it cleared and started but I was very pushed for time. I'm struggling to find the desire to fly anything else right now

This was completely my fault. So sorry. I changed some things with the tablet system that causes this mistake, believe it or not. I'm just ashamed that I didn't catch it. Unfortunately, there are a whole bunch of files that need to change to fix this, so I can't offer my usual simple DIY fix for those who don't want to wait for the next update. I hope that will be acceptable, and you can just avoid approaches that require DME holding until then. Thank you so much for pointing this out to me!

I noticed an issue yesterday where my bound button would not engage the AP after takeoff. I used the mouse to click the button on the pedestal and it engaged and from that point on it would toggle with each press of the bound hardware. Will re-test later and see if it was a one-off. I did have the pitch trim on - I have than bound to a physical switch right in my line of sight so I don't forget

Cool, thank you! I have looked through the manual, but somehow didn't make the connection, that these could be it

Okay. I'll look out for all the temperatures. In terms of shock cooling there's an ongoing debate that's been broiling for years.... https://www.google.com/search?q=is+shock+cooling+a+myth&oq=is+shock+cooling&gs_lcrp=EgZjaHJvbWUqCAgBEAAYFhgeMgYIABBFGDkyCAgBEAAYFhgeMggIAhAAGBYYHjINCAMQABiGAxiABBiKBTIKCAQQABiABBiiBDIKCAUQABiABBiiBDIKCAYQABiABBiiBDIKCAcQABiiBBiJBdIBCDU1MTdqMGo0qAIAsAIB&sourceid=chrome&ie=UTF-8

I don't save the fuel selector positions, no. I can't speak to the Dukes specifically without consulting the owners that helped me with this, but in my flying experience, it's actually quite rare to encounter an aircraft that requires closing the valves after a flight. Many pilots I know of lighter aircraft also don't recommend actuating the valve more than necessary for flight, since any actuations reduce the lifespan of the valve, possibly cutting you off from your source of fuel.

The Turbine Duke supplement states... "A Left or Right Oil Door amber annunciator light illuminates when the oil door is closed. The oil door must be open for takeoff and landing." Well, at least it didn't take too long for me to confirm that one. Thanks for asking, guys.

Iam using default bindings for the bravo from msfs

@seipp said in TDS GTN750 won't come on: Only the 650 comes on. Tried removing the 750, readding it, switching Avionics options. Something I missed in some configuration? Gregg Replying to myself. Remember to check the fuses. First flight in this airplane and I had 3 blown breakers.

@Orlaam "We are overrun with them in this sim." In all the wrong airplanes though. I don't need it in the Cub or a light-sport but it sure would be nice doing 280 knots in IMC. Don't get me wrong, I'm a big fan of analog gauges, especially if they are as meticulously simulated as they are in Black Square products, but having both options would be great.