. . . and what does it sound like now? B)


Ray

 

A little chirp.  Like I said, I don't have a Buttkicker so it's tough to feel when I touch...need something.

 

 

I do emphasise that this is not a global or even common issue, and our 1% is if anything pessimistic. We are searching for a fix for that tiny minority nevertheless.

 

I had no more occurrences of this today.  It may have been a fluke related to me tuning my controls.

I bought her last night and did a little flight. I clicked the 'Prop Sync' switch and lost all clickspots. I flew another plane for just a bit today and everything worked okay with it. Later I started up FSX and loaded up the Duke, no clickspots!

I bought her last night and did a little flight. I clicked the 'Prop Sync' switch and lost all clickspots. I flew another plane for just a bit today and everything worked okay with it. Later I I started up FSX and loaded up the Duke, no clickspots!

 

First time I've ever encountered this problem.

I bought her last night and did a little flight. I clicked the 'Prop Sync' switch and lost all clickspots. I flew another plane for just a bit today and everything worked okay with it. Later I started up FSX and loaded up the Duke, no clickspots!

I bought her last night and did a little flight. I clicked the 'Prop Sync' switch and lost all clickspots. I flew another plane for just a bit today and everything worked okay with it. Later I I started up FSX and loaded up the Duke, no clickspots!

 

First time I've ever encountered this problem.

 

Please contact me at support (if you haven't already) and we'll do our best to help.

The clickspot problem is ( at least for me ) now more present in the A2A C172 then evetr. Before I had it only once, now I often get it - rather weird!

 

It is not affecting the Duke though...

Ok   the guys with the click spots issue   are you sure your not  sitting   back in the seat as  this  is  a problem with the t7,  if  your view is  too far back in the vc  you lose the click spots as well?

I don't use the c172 anymore due to persistent click spot losses. I only experienced this once with he Duke V2 but I do only have about 2 hrs of flying so that doesn't mean much.

 

I use FSGRW, no camera programme and was flying is fair weather over a sparse area of Orbx England so my pc was not sweating at all.

 

In the last 6 months I have been flying the NGX for a va, always with Orbx scenery, I put in around 100 hours (all using opus with DHM camera effects). I dropped that for FSGRW then soon after the first time I ever had click spot loss was the first time I selected the A2A 172 after purchasing. Before that flight, I have never had a click spot issue in fsx.

 

So in my opinion it's something to do with the aircraft not the systems they are being used on. A2A had a thread on their website thanking pmdg for helping solve the problem. I bit premature considering after a few patches there were still plenty people with the problem and that thread soon disappeared.

 

I'm not blaming A2A for starting the click spot trend, but it's not correct for developers to blame other complex or background addons for causing it.

 

The loss of click spot due to putting your camera in the headrest is well known, it's the reason for some peoples problems but only the minority.

I've been looking at videos on CHT.  As you can imagine, it's fairly tough to get a good look at a CHT gauge on landing or departure but I've gotten a few glimpses.  In what I've been able to see in RW videos, so far, the temperatures appear to be substantially cooler (and, perhaps, slower to move on throttle changes) on takeoff and landing than I'm seeing in the RA Duke.  Clearly, I have no idea what their cowl flaps are set to.  Here are some of the few vids where I get a peek...

 

 

 

 

This is probably the best video for takeoff but you only see the CHT during the takeoff roll.

 

Also, in the last video he mentions he's lookng for 830 on the TIT when he's leaning.  I hardly ever look at that since it doesn't move much but I've not seen it go above 800 when I have looked.

About those small airfields in northern Scotland......

 

I have now landed at three of them. The first one (EGEF Fair Isle; 500 metres of dirt) was a peach of a landing in the Turbine Duke. The next (EGEF North Ronaldsay; 467 metres of hard core) was OK, if a little heavy. The last one (EGEP Papa Westray; 467 metres of hard core) was, er........let's just call it a "potential license remover" :lol: The runway was difficult to see in the early morning light, and I overshot the final approach path. Quick changes in power and direction when approaching a small airfield are not particularly sensible in this plane, but I managed to get it done. However, this resulted in an approach below the glideslope for the last several hundred metres, followed by a rather heavy landing, although I did manage to get the aircraft slowed down to taxi speed with some runway to spare. Not bad when you are landing on a runway only 1500 feet long!

 

If you don't see me for a while, you know that I had to catch the ferry back to the mainland :lol:

 

I will now attempt the shortest scheduled flight in the world (EGEP Papa Westray to EGEW Westray). Wish me luck!

Well, that turned out to be probably the longest "shortest scheduled flight in the world" ever! Turning right immediately after take off on runway 22 at EGEP Papa Westray was a dodgy prospect for me, so I climbed out and made a gentle left turn through 310 degrees to come back around over Papa Westray again for a final approach to runway 27 at EGEW Westray. Unfortunately, there was a damn Cessna 172 on the runway as I prepared to land, so I had to abort and go around. Since the FAA were watching after the dodgy landing at Papa Westray, I decided to play it "by the book", and avoided the opportunity to scare the **** out of the Cessna pilot by landing right behind him :lol:

 

So, left downwind and then a 180 degree turn for another attempt. A few hundred metres from the threshold I noticed a reflection on the runway, and.......yep, you guessed it.......another small plane was on the runway! This time it was a Piper Archer :angry:

 

Another aborted landing at what was rapidly becoming the longest scheduled flight in the world. I could have made the journey quicker in a rowing boat <_< Thankfully, the runway was empty when I approached for the third time, and I made a reasonable landing. I needed all of the 467 metres of hard core this time, but at least I was down!

Well, that turned out to be probably the longest "shortest scheduled flight in the world" ever! Turning right immediately after take off on runway 22 at EGEP Papa Westray was a dodgy prospect for me, so I climbed out and made a gentle left turn through 310 degrees to come back around over Papa Westray again for a final approach to runway 27 at EGEW Westray. Unfortunately, there was a damn Cessna 172 on the runway as I prepared to land, so I had to abort and go around. Since the FAA were watching after the dodgy landing at Papa Westray, I decided to play it "by the book", and avoided the opportunity to scare the **** out of the Cessna pilot by landing right behind him :lol:

 

So, left downwind and then a 180 degree turn for another attempt. A few hundred metres from the threshold I noticed a reflection on the runway, and.......yep, you guessed it.......another small plane was on the runway! This time it was a Piper Archer :angry:

 

Another aborted landing at what was rapidly becoming the longest scheduled flight in the world. I could have made the journey quicker in a rowing boat <_< Thankfully, the runway was empty when I approached for the third time, and I made a reasonable landing. I needed all of the 467 metres of hard core this time, but at least I was down!

 

Christopher,

 

You made a good choice in using the Turbine Duke for your adventure.  The Turbine Duke is one of the very few airplanes that will takeoff just about any place you choose to land.

 

Ray

Yes, that's why I selected it for my UK tour. I will be able to visit just about every single airfield in Britain!

 

 

Yes, that's why I selected it for my UK tour. I will be able to visit just about every single airfield in Britain!

 

I flew a tour of every towered airport in California recently in my Turbine.  (Flying every airport would take *a lot* longer.)  Good times.

I took the older Duke out for a flight and the first thing that I noticed was the very different yaw response.  I know that the turn coordinator was not accurate before regarding a rate one turn, which was fixed in version 2.  Even with that in mind however, I'm finding that one of the things I really like about the older one was the ease in which you could dip into a turn and bring your foot into play and then ease it out as you centered the ailerons, with a much greater 'sense' of fluidity abou the whole affair.  I know that these kinds of impressions are highly subjective, and who knows what the real Duke feels like, but I still am under the impression, correctly or incorrectly, that the yaw behavior is just a tiny bit too touchy.  Maybe that's because I've spent so much time in the older version that my muscles are simply resisting the change, I don't know, but either way my virtual passenger :lol: are more apt to have to cover their drinks with their hand, because at my present abilites, the plane is just a little bit more prone to "sloshing" around during the turn than it was in version 1.  Other than that, I'm enjoying the other aspects of the f.m. much more than the older one, especially the way it responds to the elevator and power at landing.

I can't speak for RA but if it is a tiny bit off it may have been a tradeoff to get the std rate turn working perfectly.