I have been using a saitek 3 axis throttle quadrant all these years.. it has served me well.. but looks like the pots are slowly wearing out.. when i fly twin engine planes with 2 separate throttle levers, i get different %N1 when i try to set the throttles independently.. I do have registered FSUIPC and tried to calibrate, but i am getting a mismatch in %N1 when i try to set the throttles.. so this results in some yaw motion (pilot induced) during takeoff and landing.. 

I'm getting a bravo quadrant in a few days (fingers crossed).. do any of you bravo owners face any similar issue? or is the bravo quite accurate in throttle setting.. i'm especially worried about 4 engine 747 pmdg.. are you guys able to set the throttle exactly the same on each of the 4 engines with the bravo? 

also side note - for 4 engine, are the throttles too far apart - i.e. can you push all 4 with your palm and get accurate throttle settings?

thanks for your inputs.. 

I get a very slight difference in power readings with the Bravo, actually a lot like in real life. There is a function in FSUIPC to syn the power levels, but I haven't found a need to do that yet? Also some of the light jets I fly like the F1 Mustang has a syn switch you engage like in RL that works great. I really like the Bravo and am waiting to get MSFS 2020 install on my new rig to really get it all set up.

Cheers

Martin

that was gonna be my next question.. I am guessing this issue will show up in real life as well? slight pilot error in setting the throttles (one may be 0.5% to 1% more than the other) and this can cause slight thrust imbalance and yaw movement.. which pilot w'd counter with rudder input i guess...  but before the speed picks up on the runway, the pilot would click TOGA which would then sync the levers more accurately than what a pilot can do manually.. 

this may be a bigger issue for twin turboprops that dont have TOGA.. if pilot has to manually advance both throttles, i'm sure they wd be a few % different from each other depending on how sweaty his palms are.. 🙂 

Yes, asymmetry from slight differences in power levels in twins can be an issue. My technique for twins is to have the engines spooled up evenly to about 70 or 80% of take off power with brakes set, then once the power levels are synchronized, release the brakes and slowly add the other 20% once rudder authority is achieved.

Cheers

Martin

Funnily enough, that's not far off the SOP for real airliners.

On the 737, we use 40% to stabilise, the CFM56-7B and BE are quite random for spool up below this. I usually lift the outside engine to 40% when turning onto the runway first to help turn, then the other one to help straighten out and then hand over control or press the TOGA switch. Once stabilised they come up to the power quickly and symmetrically. Asymmetric power in a take off can end very badly indeed. Definite No Tea and No biscuits kind of way....