Piston & Turbine Dukes

@hangar_101 Bit off topic, but this seems to work also on a TBM.
File is ...bksq-aircraft-tbm850/SimObjects/Airplanes/bksq-aircraft-tbm850/model/AnalogTBM.xml and line number 613:

TBM_FuelLever.png

You can watch both videos where readings are different then what I have posted but both these videos are before the update. It may be that you have corrected the behaviour of manifold pressure at these altitudes or goes wrong. Please guide me on that.
https://www.youtube.com/watch?v=YXenEWyGIoM&t=173s
https://www.youtube.com/watch?v=ooXdnkZChJ0&t=121s

@Black-Square said in Unable to match the Climb & Cruise numbers in the manual:

What a beautiful screenshot. I don't get to see enough of those online! It seems most social media users fly the big tube-liners, so I rarely get to see the Dukes in use.

You are right, but there are a fair amount of screenshots of the Duke and others in various Discord servers. V1's Discord has a lot of fans of GA. ;-)

The thread below has some of the answers you are looking for

https://community.justflight.com/topic/6794/cowl-flaps-and-potenciometers/11

Put on the engine covers.

No problem, I'll test more during these weekends. from cold n dark to cutting the engines, implementing these suggestions. What you do is incredible work, I'm sure it could be something here on my side. Congratulations on the work with Duke, it really is a new level for MSFS. Greetings from Brazil!

@Allard You can mute it by pulling the circuit breaker for the stall horn on the copilot side.

Thank you so much for your prompt response.

In the event it has not already been brought to your attention: A correction needs to be made to both Piston & Turbine Duke manuals which do not list the Flight Director variable as "L:var_FlightDirectorVisible," but rather, "K:TOGGLE_FLIGHT_DIRECTOR."

In pursuing this matter with RSG, this is the response I received:

Since a large number of the variables for the Duke's use L:vars you would need to program the GFC500 autopilot using software like Spad.next. Our current device interface is not able to send L:Vars.

Additionally the Duke's internal coding (at least on the Turbine version) has a flag in it to maintain the activation of the MSFS Flight Director and HDG modes on the Century 4 autopilot. The L:var flag that is listed in the manual for the flight director will only turn on/off the FD needles on the attitude indicator in the 3D cockpit, while the lights on the GFC500 will always stay on for the flight director.

I do not have Spad.next, so I am unable to test it with the GFC500. But I do have FSUIPC, and unfortunately, the GFC500 does not show up as an addressable device.

I will pursue this matter further with RSG to see if they might consider updating their interface to include L:Vars. I would be open to other solutions you might have.

Thank you for your time, and for providing such awesome products.

Ahhh that explains it, awesome, thanks! This is the attention to detail that I admire in your add-ons.

@michel J'espère que ce message se lit correctement. J'utilise Google Traduction. Je pense qu'il s'agit d'un problème connu avec les installateurs Windows. Veuillez créer un ticket avec l'assistance Just Flight, et ils vous aideront. Étant basés au Royaume-Uni, ils pourraient même avoir quelqu'un qui parle français !

@DrZGard I've reinstalled the previous update (the initial version, before the update) and this issue has disappeared. Odd haha.

I'll take to a place I landed last night in Ireland that's grass and kinda bumpy.

Hello,
As in manual:
"Mixture & Fuel Flow
Unfortunately, the MSFS internal combustion simulation is lacking as it concerns mixture and
fuel flow. Under all but extremely high density altitude conditions, reducing the mixture setting
should always result in decreased fuel flow at the same throttle setting. In MSFS, fuel flow will
fall off as horsepower decreases with an overly rich mixture setting. This is not detrimental to
the operation of this aircraft, but is nevertheless unrealistic. A potential solution is being
researched for future Black Square aircraft, and updates for the Piston Duke."

So @Black-Square did you find maybe some solution for this case and can we expect any changes in next update?

Sorry, haven't focused on the visible effects so not sure. I'll have a look next time I fly.

Side note: having programmed the MD11 and A300 recently, I am totally convinced by the whole "use events to emulate inputs and just read vars for display" scheme. I hated it on the MD11 because it was different, but it removes exactly this consideration around the visual behaviour of knobs in the cockpit. Wish everyone would do it like that.

Just wanted to share my fix with anyone that might be experiencing the same/similar issues. I deleted the tds-gtnxi-gauge folder and re-installed a fresh, updated copy and that did the trick for me...

@Black-Square said in Turbine Duke minor tablet/cabin temp bug:

It's done :) I forgot that the sound was already there, so it was much less trouble than I was expecting. Thanks for prompting me to add this feature.

Awesome, thank you for your quick response! This will be a major quality of life improvement for me in the TBM.

I asked the Turbine Duke owner my aircraft is modelled after, and he confirmed that it often requires differential power lever settings, which is why he prefers not to use the air conditioning at all, since it puts differential wear on the two engines.

Very interesting input, thanks! That's what I was wondering about. I had to taxi with the left engine in beta and the right engine above idle which felt quite odd. It was too hot not to use the AC though.

Can you give me some more specifics on what scenario you have produced where the target temperature does not turn red?

Fortunately I took a screenshot. I was cruising at FL270, -33°C OAT and had the temp mode in auto heat. I played around with the press. air temp/bleed air handles and pushed both fully in. As expected the cabin temp started to decrease rapidly but the target temp did not turn red. I was under the impression that it would turn red as soon as the desired temperature was unable to be reached but if there is a threshold that probably explains it. I only waited a couple of seconds so I don't know how low the cabin temp would've gotten.
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FWIW, my set of files in the Community folder hasn’t changed at all since I thought I had everything running fine prior to v1.1., other than the PMS GTN 750 update.

I’ve done some more testing today, and now I wonder if there might merely be something I don’t understand about the Century IV autopilot. Specifically, it seems that anytime I manually disengage ATT mode by clicking ATT, the autopilot lights up the GA button (which I don’t understand the purpose of) and thereafter I cannot reactivate ATT mode again while GA is lit (the latter just stays lit). But if I instead enable ALT mode while GA is “stuck”, then the GA light goes out, and after that I can reselect ATT mode and have it actually kick in again. Is this the intended behavior, and if so, is there an explanation for it?

@Black-Square Does that also apply to the Turbine Duke though? I find it a bit odd that the AC won't work at flight idle. It does in the TBM.