11 hours ago, Ron Attwood said:

Of course. It's not a backup alternator though......Is it?

The Backup Alternator switch is in the Air conditioner panel, first thing you turn on after startup "in Texas".. 🤠👍

15 hours ago, Ron Attwood said:

I know I was less than overwhelmed by it in the beginning. (A reaction to out-of-box hyper-enthusiasm) But the more I fly it the more I like it. I will actually get my moneys worth out of it. 😃

I thought I'd primarily use it as my "old school" plane for VOR (and original RNAV) navigation or VFR pilotage style flying, but I like the plane so much I've also been using it with my TDS gear and enjoying it for that too. It's just so well done in so many ways.

As for the backup alternator - yep, only on the turbo-normalized version with air conditioning. The alternator is there for the air con system but can be switched in as a backup as well. I've been flying mostly in the western US, and with the heat this summer the turbo has been almost a necessity for the high'n'hot airports I've been using. Having a backup alternator is the icing on the turbo cake.

Scott

8 hours ago, Bernard Ducret said:

When you start the engine, do you only select Battery ON?

Yes. It can't cope with anything else being switched on. Once there is 'Brrrm' you can turn stuff on.

1 hour ago, Ron Attwood said:

Yes. It can't cope with anything else being switched on. Once there is 'Brrrm' you can turn stuff on.

In one of my regular senior moment, I thought that you might have forgotten to switch the alternator on after starting the engine and run on battery alone until it dries up, but the battery would never hold that long and allow you to fly, seing how much energy we drain with the start sequence only! So better dump this where it belongs.

The tablet electrical circuits page would have shown you what was amiss eventually... but only after you crash land at Gatwick... As indicated by other posts above, if you were flying the TC, in case of need the number 2 alternator can be linked with the red square button located on the right side of the alternator switch on the console (see tablet where the linkage is shown).

As for the landing gear emergency extension, you already have the answer above, pull and push down the red handle on the side of the console.

Edited August 7Aug 7 by Bernard Ducret

24 minutes ago, Bernard Ducret said:

I thought that you might have forgotten to switch the alternator on after starting the engine and run on battery alone until it dries up, but the battery

You probably ain't as dumb as you look! Perhaps we'll never know. 😂 In fact that is entirely possible. SOLD!

On 8/5/2026 at 3:37 PM, Mace said:

Good, I cooked my virtual self the other day. It shot up to 120+ degF in just a few minutes. I did think that wasn't quite right.

And it would be nice if you could just crack the door(s) to get a bit of airflow as you might do in real life. But right now it's all-or-nothing, if you shut the door (but you can leave the top unlatched, it'll still be "shut" as far as this airplane's current logic is concerned), it will heat up the plane very quickly.

Ha, you reminded me. I did my IRL flight training in 2017, bought a Cherokee 180 and soloed in it. When I flew with my instructor he ALWAYS insisted in keeping the door cracked (since it was on his side) all the way from my hangar to the runway, it wasn't fully closed until we finally taxi'ed onto the runway. Only needed in the height of the summer. 😁

Following the discussion above regarding electrical failure, I wanted to verify a few points such as how long can we run on battery alone, how would the degradation progress happen, and what were the options for recovery. Things that could not really be welcome in RL.

So I started my flight at Salzburg, on the 114TC leaving my alternator OFF, went about the various checks and tasks ignoring the flashing tiny red warning light inviting me to look at the engine monitor.

After the run-up and take-off, having activated flaps down and up, gear up, my battery load on the tablet was reading 73%. Hence more than one fourth of the total load had been eaten up by the initial phase of the flight!

It took 20 minutes of flight to get the battery below 20% and starting to gradually loose my instruments. When reaching 16% I had a blackout. The engine of course was running fine.

After slowing down I used the emergency gear extension which worked by the book in a few seconds.

Finally I tested the 2nd alternator and it came on line instantly giving life to all instruments.

That experiment led me to select « failures ON » in the tablet, really a great job by Nick.

Edited August 8Aug 8 by Bernard Ducret

Well done Bernard. That about sums up my 'issue'. I too have re-enabled failures.

The more I fly this bird the more I fall in love with her, a superb piece of kit.

To add to Ron and Bernard's experience, I generally disable the fault system, but decided to leave it on rate 1x for my "taking her home" trip (12,000 nm from Wiley Post to Tasmania, via the Aleutians, non-GPS). Last night I flew from Juneau to Valdez and I was nearing my destination when I noticed a little red light had come on in my peripheral vision; "Instrument Source - Pump Inop Warning" it said. Ah!

Having watched Nick's promotional videos, I remembered him demonstrating the standby vacuum source. But being in VMC I decided to wait and see. And sure enough, a few minutes later the attitude gyro started to wobble, and then fully tumble. Time to turn on the standby vacuum source for a scud run into Valdez!

Very enjoyable I must say, but I'm a bit peeved about having a 2,000 hour MTBF item fail in a 20 hour old aircraft. Luckily Valdez has a super efficient shop and fixed it in no time, at no cost. I had a couple of other failures already; the courtesy light and the baggage compartment light, both with much lower MTBFs.

On a side note, why is most of the SE Alaska coast covered in snow in the middle of August, with temps well above freezing? Rhetorical 🤔

Edited August 9Aug 9 by gunther

22 hours ago, gunther said:

. Last night I flew from Juneau to Valdez and I was nearing my destination when I noticed a little red light had come on in my peripheral vision; "Instrument Source - Pump Inop Warning" it said. Ah!

I had a partial vac pump failure flying a tour around Tennessee. Maybe 6-7 hours on the plane at the time. I had it fixed at KCHA / Lovell. It was a little dicey using the stby static source, I had to finesse it to keep suction in the green depending on my throttle setting. Not sure if that was due to it being only a partial failure and not a complete pump inop like you had. Luckily the leg was short, from Jasper to Chattanooga at low level winding thru the Tennessee River Gorge.

Edited August 10Aug 10 by Mace

duplicate post, can't we delete our own posts anymore?

Edited August 10Aug 10 by Mace

32 minutes ago, Mace said:

duplicate post, can't we delete our own posts anymore?

Ve Kontrol all your posts. Ve are zer masters now.

2 hours ago, Mace said:

I had to finesse it to keep suction in the green depending on my throttle setting. Not sure if that was due to it being only a partial failure and not a complete pump inop like you had.

The standby vac works off the engine manifold, and obviously the pressure there will change with your throttle. So yeah, that's a feature 😎. Mine said "Vacuum Pump Partial" as well, but there was no vacuum, so not sure what the difference to a full failure would look like.

v0.1.1 - 2026/08/19 - New Engine Features & Initial Bug Fixes

New Features:

• New Lycoming continuous fuel injection simulation and starting procedures.

• WARNING: This aircraft now accurately starts with the mixture lever in idle cut-off.  Attempting to start with the mixture at full-rich will likely result in a flooded engine.

• Lycoming engines have fundamentally different fuel injection systems than Continental engines.  While starting continental engines at full-rich is standard procedure, Lycoming engines should be started with the mixture in idle cut-off to prevent flooding.  With the mixture in idle cut-off, crank the engine until combustion is observed.  While releasing the starter switch, quickly advance the mixture lever to continue combustion.

• Attempting to start the engine with the mixture lever forward will result in a flooded engine.  Flooded engines are cleared by placing the throttle fully forward, and cranking the engine for approximately 15 seconds.  The in-game checklists and checklists in the manual have been updated to reflect these new procedures.

• Overhauled several EDM 800 features, including (LOP) leaning function.  The lean of peak function now includes all the steps of the real unit, first finding the leanest cylinder, and only then finding the richest, with the relative temperature being properly reset at each step.  The result is more accurate fuel flows that represent maximum power ROP and economy LOP cruising.  Also, a small code mistake disabled using the LF button to toggle between relative EGT and absolute EGT after leaning was complete.  Also, implemented holding the LF button to momentarily show the captured peak EGT and fuel flow at that peak.  Lastly, increased polling rate of peaking-finding mode to more accurately find peak EGT (now 10 times per second).  Also increased the size of the “both” buttons clickspot.  Finally, improved the startup sequence for more accuracy, and faster startup times.

• Added new cylinder temperature variation table, and made both CHT and EGT cylinder variations unique in every aircraft.  EGT will now be more randomly distributed across cylinders, while CHT will still reflect engine installation geometric differences, dynamic airflow changes due to apparent wind direction, and cooling effects.

• Added dynamic magneto drop for detecting subtle fouling during runup.  Both magnetos are no longer identical, as well.  Normal drop is ~75 RPM, ~150 RPM is acceptable, and >175 RPM indicates significant fouling.  The new fouling sounds have been adjusted to follow a gentler curve, giving you room to detect fouling with the magnetos alone, giving greater purpose to the runup.

• Added magneto timing failures, which produce an extra RPM drop during runup, and limit the maximum achievable RPM.  These failures have also been added to the new engine sounds, so they are detectable during flight with subtle sound changes.

• Created a new 9-segment font for the EDM 800, and replaced the 14-segment font with a new 9-segment font for more accurate letters and digits.  Also modified instrument background textures to match the new font glyphs.

• Added L:Var to manually control flap switch position.  The flap switch will behave normally when L:var_FlapSwitchOverride = 0.  The switch can then be manually positioned with values 1-3, with 1 being retracted, and 3 being extended.  The switch will still animate, regardless of this variable, when the increment flap events are triggered.

• Added support for native continuous flap events, FLAPS_CONTINUOUS_DECR, and FLAPS_CONTINUOUS_INCR.

• Added clickspots to enter/exit the aircraft in MSFS 2024.  When the pilot’s door is open, click on the wing-walk to exit the aircraft.  From the exterior, click on the pilot’s seat to enter the aircraft.  Also added clickspots to the inside door handles to close the doors from outside.

• Improved the new cylinder head temperature simulation that debuted with this aircraft, including better response to engine-driven oil pump failure.

• Added improved oil temperature simulation with engine-driven oil pump failure.

• Added viscosity influence on custom oil pressure calculation.

• Added manifold pressure feedback from turbocharger simulation.  This is most easily noticed by a delay at atmospheric pressure while advancing the throttles, with the manifold pressure only increasing as the turbocharger spins up to operating RPM.  A drop in manifold pressure may also be noticeable at very lower cruise power settings.  The new turbocharger bearing failure also limits the maximum manifold pressure above atmospheric pressure.

• Added clickspot for chocks when baggage compartment is open from exterior.

• Slightly improved aft-facing propeller disk material in MSFS 2024 (when propeller is spinning) for more subtle effect with less stroboscopic behavior.

• Added larger clickspots to autopilot mode push buttons.

• Artificially boosted fuel flow indication during priming to overcome non-linearity on fuel flow gauge so that a slight indication is notable during all priming conditions.

Bug Fixes:

• Fixed differential toe brake animation names.

• Fixed ADF turning acceleration to better support legacy interaction mode, and made acceleration smoother for both interaction modes.

• Fixed an error in the failure system, which may have prevented all circuit breaker protected failures from activating under some circumstances.

• Fixed unit conversion error that led to excessive solar heating of the cabin.

• Fixed glareshield gear warning light not illuminating when gear warning was activated.

• MX170 “VC-ID” nav ident button is now toggling instead of momentary.

• Fixed RNAV511 waypoint NAV radio sources.

• Fixed voltage drop sound variable, which was comparing to nominal 28V, instead of 12V.

• Fixed MC60 track mode LED remaining illuminated after the unit was powered down.

• Previously, the engine monitor DIF page displayed the result of the search for the outlier cylinder EGT, rather than the absolute difference between the hottest and coldest EGT.

• Removed “Show Copilot from Inside” tablet option from MSFS 2024.  This option should not have appeared in MSFS 2024, as with other Black Square aircraft.

• Fixed two rivet material properties errors on the tail and aft fuselage area.

• Moved origin point of aft overhead air vent in baggage area to avoid object being culled by MSFS 2024’s overactive LOD system.

• Corrected simulator UI cruising speed value for normally aspirated aircraft.

• Dynamic registrations on the left side of the aircraft were only medium weight fonts, instead of bold, due to a misplaced curly bracket.

• Removed “Cloud Strobe Effect” from tablet options list, as the effect will now be permanently enabled.  (The effect is not as severe as I had once worried, and I have never received any complaints about it.

Edited August 19Aug 19 by St Mawgan