TQ6+ and Condition Lever

[usul]

Hi
High Idle and Cut Off are controlled by variables B:FUEL_1_Condition_Lever_High_Idle and B:FUEL_1_Condition_Lever_Cut_Off for the left engine.
These variables do not appear in spadnext. Should they be created and if so how?
Thanks for your help.

[usul]

I've created variables B:

But I don't see them
these are the only B variables I can see

[Randolf]

@usul sorry, can't help you with Spad, never used it, but is there a specific reason you're struggling with these B-events and not using the L-vars to control the condition levers? Those are better supported an any control software, including Spad:
L:BKSQ_ConditionLever_1 and L:BKSQ_ConditionLever_2

[usul]

Thank you Randolf. I use these two variables to control the condition levers
But the motors wouldn't start. So I thought I should add these variables.
But it doesn't help. The problem comes from the checklist in the manual. It's wrong. If I use the one in the video (https://www.youtube.com/watch?v=lu5qkpQQuuM), everything works fine and I no longer need the B variables.

[Black Square]

Could you please tell me what you think is incorrect in the manual so that I can fix it before the next update? I haven't had any reports of anyone having trouble with them, but it's very possible I missed something.

[usul]

I'm not a Turbin Duke pilot, only SEP.
I just compared the video and the manual.
In the manual you start with the right engine. In the video you start with the left engine.
In the manual you don't start the pump before ignition and starter.
There's nothing in the manual that says you have to wait for the NG to stabilise at 18% before you engage the lever conditions.
I think the checklist for the TBM850, which also has a turboprop, is closer to the truth.

[usul]

In the video the ignition is Auto and not ON and the oil doors are open before starting up.
This informations are not included in the manual

[usul]

In fact, I don't know if the checklist in the manual is right or wrong. It's very different from the one in the video.

[usul]

But I love what you do. Your modelling is of the highest quality.

[Black Square]

Thanks for the explanation. Here's the story on each of your points:

1. It makes little difference which engine is started first in most light aircraft. In the Duke, the only reason the right is started first is because the external power connection is on the left; therefor making it convenient for ground crews to remove the plug before starting the left engine.

2. The fuel pumps do not have to be running for the fuel control unit to function, as the engine driven fuel pump will supply pressure. This is a matter of pilot preference, as far as the Duke is concerned.

3. Letting Ng stabilize at the maximum attainable speed on the starter motor is possibly the most essential action in turbine engine operation. Introducing fuel too early in the process can necessitate an engine overhaul or complete replacement almost instantaneously.

4. The auto and on ignition positions will function the same during starting, both supplying voltage to the ignition exciters during startup. In the on position, the ignitors run continuously, while on auto, they only run when the engine is producing low torque, around 20%, if memory serves.

None of the above items will have any effect on your ability to start the aircraft, unless you exceed ITT limits so drastically that the engines are destroyed. If you can confirm that the problem you were having was caused by an incorrect checklist step, please let me know so that I can fix it. Thank you!

[usul]

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