I'll let you guys argue that out but she's a CFI, so like you, I'm sure she knows what she's doing.

Sometimes we miss the most glaringly obvious things while working on the minutia, don't we? Fixed for the next update. Thanks

@BigRigDriver Since the Duke uses all third party avionics (except the KNS-81), flight plan importing and editing is up to the capabilities of whichever GPS you have installed and intend to use. However, I believe all the available options support importing Navigraph flight plans. Let me know if there's anything else I can help you with!

Have you tried enabling the "Control ALT SEL with Hardware Events" option on the tablet to see if that makes any difference?

You guys are ace. To the axisandohs!!

@toby23 ah Ok. I’m having a similar problem with the Commander so was hoping you’d stumbled across something. I shall keep digging

@Black-Square I did another two test flights today to see if I could discover some pattern. I took the standard Piper Dakota for a VOR-to-VOR flight at 6500 ft. Empty Community and Community2024 folders. No external programs running (no SPAD.neXt, TrackIR5, MSFS AutoFPS, Navigraph Charts, Little NavMap etc.). All standard MSFS2024 hardware bindings and mouse control. Observations: Autopilot NAV did NOT disengage during climb-out and cruise (1h30m). Second flight was with the Just Flight BAe146-100 on the same VOR-to-VOR route at 7500 ft. Selected applicable and my usual "standard" Add-ons in Community and Community2024 folders via Addons Manager. External programs running: SPAD.neXt, TrackIR5, MSFS AutoFPS. Observations: Autopilot V/L Mode did NOT disengage during climb-out, cruise and ILS approach (about 50 min). Conclusion: standard aircraft (only one tested: Dakota) and some but not all third-party aircraft don't show this issue, while several third-party aircraft are affected. It seems to me that a relationship between the Commander 114 (amongst others) and the disengaging NAV mode can not be excluded. This NOT an accusation that something is wrong with the aircraft. On the contrary, it might be the perfectionist and advanced design of the systems that proof to be too good or sensitive for what MSFS2024 can deliver. But I am convinced Nick has taken that into consideration. It just came up as a thought …... BTW one advantage of doing so many test flights is that you get to learn and enjoy this wonderful gem of an aircraft. For me this is the best and most enjoyable single engine GA aircraft, though I must say the TBM850 comes very close.

Just to follow up on the EDM-800 DIF temp, did a couple tests. At idle, DIF read 18F. When converted, it incorrectly displayed 10C (should be -8C). Cylinder readings, in F, across the 6 for EGT/CHT were: 444/310, 463/322, 440/308, 474/329, 453/315, 468/325. At around 1000 rpm, DIF read 22F, converted to 12C (should be -6C). Cylinders read: 531/234, 557/243, 528/233, 571/248, 542/238, 561/244. Another note I had was that when rapidly shifting the throttle, the DIF temp seemed to settle much much faster than the EGT/CHT temps were moving, in that the DIF temp was stable while the EGT/CHT temps were still moving fairly rapidly more than approx. 10 deg. Not sure I'd expect the DIF stability when temps are moving so quickly. Hope this helps!

Yes, that was the case....thanks !

@jmarkows no apology necessary. I'll have to study your program lines carefully, although I'm tempted to go the Mobiflight direction... @fredgarven thanks for this! I've downloaded your project and 'hey presto' I have full control of the cowl flaps ... and an awful lot of other things! Its good to see how a MF 'project' is formed and now I need to decide if I want to attempt to move over completely from FS24's clunky system. I might need to read the manual first though as those lines of code are seriously technical looking for an old geezer like myself lol.

Thank you. Does this apply to MSFS 2020, MSFS 2024 or both of them?

They're offering that for just under €15. Boris has experience with his own sound packs, too. It would also be an option to offer that as a separate sound pack under your partnership. Even though I get the feeling that doesn't really align with your philosophy regarding your products.

@Jasemelbo No big rush! I'm glad that we know the culprit now. I really appreciate your willingness to help out

Circuitry was working correctly, but failure system had an issue. Fixed now. Thank you! I was hoping to fix it within one minute of seeing your message, but you caught me working on another airplane.

@rinkerbuck Next time you think you should be seeing strikes on the scope, could you please take note of the atmospheric conditions, as they would appear in a METAR, and report back? That's really the only way I can diagnose whether this is a software issue, an algorithmic issue, or a weather issue.

Perfect thank you. No worries about it, if we all take one extra step we can walk miles from where we are now. I will reach out to them tomorrow. Pete

@Sunshine_db Yay! Glad I could help, and glad you were able to figure out the last bit on your own too! Indeed, I can't imagine doing those myself without the help of the debugger. Good luck, and you know where to find me if you need anything else

[image: 51191879mh.png] Partial solar eclipse over the Alsace on my way to Colmar.

@SadBucket said in Question about when to contact ATC for clearance if avionics are turned on after engine start in the Bonanza: Didn't realize you needed clearance to start a small piston in EU, sounds absurd to me with the amount of training flights starting simultaneously at my home airport. You usually don't, AFAIK. At least in Germany, even at bigger airports, you usually just fire it up. If you have a ground crew, a marshaller etc., that's something you'd have to coordinate with them, not with ATC. At smaller, uncontrolled airfields, it's generally your responsibility to have a clear prop area (we don't yell out the window, though )