RandallR

If you still have any issues regarding Reverse Thrust, here's some info on the default and some of my assigns: Command - Toggle Reverse Thrust: Keyboard Default: Unassigned! On my throttle: Assigned to a button. One press toggles to reverse. Even though I now move my throttle forward, the prop gives me reverse thrust for braking. Another press of that button toggles back to regular on the prop. I did program an alternate into my own keyboard profile in case I ever lost it on the throttle: Ctrl+R

Tres - there are a lot of things I can't see in your video, especially the MFD instrument display, so I can't tell if you're making throttle changes/settings at the proper time. Also, what are you using for a throttle system - do you have a hardware throttle or throttle quadrant of any kind or are you attempting to run your throttle with keyboard and/or voice commands? If so, it will be quite difficult to control the aircraft, as the TBM doesn't take kindly to a non-peripheral environment. I can tell you I flew the FS2020 version of the TBM several times a few days ago and have experienced no difficulties or changes in aircraft operations. You also stated that you made many flights with the system you were using in your video and that you had no issues until recently. Since I have seen no changes or problems, there is either a conflict with your setup OR the control settings may need to be verified for your throttle. MSFS has a history of inadvertently changing control settings with no warning so I would certainly check that your settings are still in place. Finally - be careful of your procedures - monitor the MFD instruments closely: Set LO-idle AFTER having obtained 13 % of Ng. I reach for the throttle as Ng is passing 12% so I don't engage that position too early. You appeared to move to that position early and that can cause damage. From the manual: When throttle is positioned on LO / IDLE before having obtained 13 % of Ng, there is a risk of overtemperature further to an excessive accumulation of fuel inside the combustion chamber before ignition. I recommend moving the throttle to FLIGHT-idle when Ng is at 52% and run everything from that position (including taxi) until you begin the shut-down sequence. I reach for the throttle for this as soon as it passes 50% and then initiate the move around 52%. You left the throttle in LO-idle for quite a while - I don't recommend this Check your throttle Reverse Axis assignment. It appeared that reverse prop initiated at one point when you were taxiing. If this stayed in reverse, you would no longer have been able to move forward. That's all I can think of for now.

On another note, there will always be a soft spot in my heart for Meigs - I had the pleasure of flying into the field late on an afternoon in 1972. A businessman desperate to make it to a meeting in the Chicago Loop showed up at the FBO's office just before one of my training flights. Considering what the owner was going to get from me for an hour of dual compared to a charter into Chicago my training got cancelled that day. However, I was offered a free seat for the trip. We took the owner's C182 into Meigs and dropped our grateful passenger at the Meigs FBO. We ended up in the Loop at a great restaurant. That night we flew back to our field in Rockford - it was an amazing flight. We lifted off over the dark water at the end of RWY 18, then turned west and flew out over the city. It was one of those amazing nights in Chicago - the weather was clear and the city just sparkled. We could see every bit of traffic going in and out of Midway and O'Hare. It felt like a punch to the gut when Daley destroyed the runway and shut down the field.

Legacy

I was wondering about that - I have 2024 running but the amount of work it will take to transition (set up all of my control parameters, sceneries and aircraft) is going to be substantial, so I still do my daily flying with FS2020.

No, there have not been or have there been added any mods for the aircraft, g3000 or g5000. The add-ons (Navigraph & Bijan seasons) are the same I've been using for years and were present when the Garmin units panning pads worked just fine. The only changes I'm aware of have been required FS2020 updates and maybe one video driver update. Thanks for the feedback - I just wanted to be sure that this was affecting only me.

I updated to the latest nVidia driver and ran another test using the TBM/g3000. No joy. Pressing the joystick just dims the GTC display and no panning or pinch notations appear.

This is not an image of the actual occurrence - I shot it after the touchpad failed to function and I backed out of touchpad access. When it was working, I would press in on the Garmin joystick and the GTC screen displayed the pan & touch indication - it worked great. Now, it just goes dim and doesn't respond. I'm wondering if a driver update I made at about that time is causing the issue. I see that nVidia came out with another driver since then, so I may give it a go and see if the issue is resolved. I'll post back here within a couple of days on how it all went.

Interesting - everything else functions properly - just not the touch pads. It makes me think that there may be a driver issue?

...is no longer functioning. I noticed that I could no longer pan charts in the g3000 and g5000 using the GTC touchpads a few weeks ago. This was a great feature of the Garmin simulations in such aircraft as the TBM and Longitude and simulated the real unit's performance I don't know if this is a glitch from an update or some other issue, but I sure miss the capability. I've attempted to pan the charts with the joystick, but get no response. The touchpad just goes dark and doesn't respond.

I prefer GA about 90% of the time. I spent most of my PPL days flying piston singles, so simulation allows me to re-experience those days and "some of the feeling" and wonder that went with it. Flight simulation has allowed me to learn and appreciate modern flat panel avionics, GPS integration and far more advanced aircraft, such as high performance singles, turboprops, twins and business jets that I never had the opportunity to advance to in the RW. Today I feel fairly comfortable in everything from a C152 to the Longitude. TBF, it is a great feeling of accomplishment when I have spent the time to become well-versed in an airliner's characteristics and all of its systems and get it safely to my destination. However, I prefer airliner flying in small doses, and look forward to the GA flights that take me back into challenging terrain and smaller airports.

For me, trim was always a wonderful tool and its use is as simple as it gets - remove forces you don't want to have to maintain with your muscles. Once established on climb-out I would quickly rotate trim to remove back-pressure and allow for fingertip control throughout the climb. When descending I would hold back-pressure to slow the aircraft to my desired speed, then release pressure a little to maintain that speed. Once more, a quick twist of the trim wheel to neutralize forces and I could relax all the way down. Same on final, then nothing during the flare. As another example of how important trim can be... I leased a brand new C172 one day back in 1976 - in fact, it's the aircraft in my profile photo. (note that it's so new that the second navcoms aren't yet installed - well, I guess you can't see that in the crop). This was the first time I flew one of the new fuel-injected 172s and it had an increase in horsepower over the older aircraft I was used to. During the first takeoff and climb-out I found the prop torque to be substantial - so much so that it took a large increase in right foot rudder pressure compared to what I was used to. In fact, attempting to hold proper pressure, the muscles in my leg began to actually shake - my whole leg was trembling! I turned to the FBO who was giving me a check-ride and asked whether this was normal. He reached down and gave a quick turn on the rudder trim (something I had never used before) and voila! no more rudder pressure and my leg said thank you!

In both the RW and in the sim I use the trim wheel for quick response or initial position, then, only if needed, tweak the feedback with the servo - basically for some fine-tuning. As some have stated, I set the approach pressure to neutral when at the attitude and speed I desire. I do not make any changes from then on, including the flare. There are certainly special practices for some aircraft, but I would always shoot for neutral pressures when working with a new airframe until you get used to it or if the POH recommends specific procedures outside of the norm.

I had to make substantial upgrades to my hardware (not for simming) but for my semi-retired part-time business (multimedia production). I found that it did a fine job of running MSFS2020 (which I'm still doing). As I move slowly into MSFS2024, I realized I needed to make a single extra expenditure, so I dug into my wallet and obtained a much more capable nVidia card - outside of some additional RAM (if needed), that should be the only additional expenditure I add to what I already needed anyway. As a side note, I did most of my RW flying in the '70s. During flight-training, my solo C152 rental time (1972) was $15/hour wet - dual was $25/hour wet. I think I paid $40 the last time I rented a C172. The costs for flight-training today (and plane leasing/ownership) are astronomical.

All my RW flying days were with steam gauges. I've enjoyed learning all of the capabilities of modern glass panels and the accompanying systems while simming - the modern systems are certainly amazing (and would have made my early cross-country flights a lot easier)! However, what I recall about analog gauges is that they worked well with my analog brain. During my constant instrument scan I could tell instantly where I was in altitude, speed and climb rate simply by the position of the needles - I didn't have to read any numbers or process the information. This meant that I could get most info I needed from the entire panel within a few seconds. The modern systems are amazing and give a wealth of information, but I believe they actually take more time to process.

Absolutely agree - this is my biggest gripe. I've been blown off the runway in MSFS in the TBM and other aircraft that I had no issue with in the RW in a C152! Crosswind takeoffs are also way off of reality.

Certainly in my top group of favorites. I usually cycle thru about 4 flights before moving on to the next aircraft, but it's hard to stop flying the Starship! I find myself doing 5-6 flights instead and having to force myself to move on...

Change-over to Win11 was not easy (in my situation) but I had to. As a multimedia producer I had a number of production programs whose new tools were not compatible with Win10. I had updated almost all of my hardware (except for the case) and kept Win10 at the time so that I could clone everything over (I didn't want to do a reinstall on 60 programs (for you youngns those are apps). Once that was successful, I had to change the partitioning of my boot drive from MBR to GPT to be compatible with Win11. At that point, Win11 refused to install. I updated to the latest BIOS and tried again - it finally went. Win11 has been running fine (it took a while to get used to it and set it up the way I wanted but it's good). MSFS is running well and I have fewer issues than I had with Win10.

Well, it seems to be connected... Today I had similar conditions as the day before: -5° C and a very low ceiling. The MFD was clear of any notices (outside of the Datalink Message - more on that in a moment). Considering the low-hanging moisture and the low temp I activated anti-ice for the engines and surfaces. When I advanced the throttles - no Caution or Warnings for the first time in days. When you get Caution or Warning Lights, information appears on the copilot's MFD: Orange text - Caution info Red text - Warning info Green text - just info, such as the Datalink message reminder. I had initiated a Datalink download for weather conditions (departure and destination) but had only read one (departure). Because I hadn't read the destination metar it was reminding me that I hadn't accessed all of my messages. For fun, I read the destination info during the flight - as soon as I closed the message the reminder disappeared from the MFD. Pretty nifty. It's rare that I activate ice protection before I'm airborne. Just because it's below freezing doesn't mean you are taking off into icing conditions (you also have to have moisture). I had not activated it on the other flights (prior to takeoff) as I didn't feel the conditions were right. I guess the aircraft disagreed...

Alright - I'm flying the CJ4 right now and have an update: Caution/Warning related descriptions appear on the copilot's MFD (not the pilot's). Since I had never received Warning/Caution indicators before during TO (except for the last couple of weeks) I had never seen any notices pop up before. As I advanced the throttles to taxi, I got a warning indicator, then the MFD indicated NO PITOT HEAT. A split second later the warning went out (temperature was -7° C). The checklist calls for pitot heat to be turned on just prior to TO, so I let that be for the moment. The MFD was also indicating NO TAKEOFF, but since I hadn't reached the runway yet to run the next checklist I let it be. It also indicated DATALINK MESSAGE. I checked the Message area but it was blank. I had run Datalink earlier to access weather information - it may have activated because I used it. I opened Datalink to check for any other messages - there were none. Once I was at the runway I ran the pre-takeoff checklist (including activating pitot heat). When I released the brakes for TO I still had a NO TAKEOFF indication, but I wasn't done yet. Considering the low temps and ceiling, I activated Ice Protection. At that, the NO TAKEOFF disappeared and no warning or caution lights illuminated during the takeoff roll. I don't know if this has any bearing, but I had taken off without ice protection on before today (temperatures at the surface had all been above 5° C, so that should not have been a consideration). I'll make one more flight with the CJ4 to see if anything else pops up.

If by "probes" you mean pitot heat, heat was on for both tubes.

After flying this aircraft on and off for years, I think I had only seen a warning light once during a takeoff roll - now it's happened on every TO for the last couple of weeks. There are no statements or cautions in the MFD that accompany it and the aircraft still performs properly - once I shut off the warning lights everything proceeds normally. As far as I know, you cannot arm the spoilers on this aircraft and there is not an RTO setting for aborted TO. At 13,600 lbs. I was well below the max MTOW of 17,110 lbs.

I've been flying the CJ4 for years with no issues. In the last couple of weeks I'm getting warning/caution lights when applying power on takeoff. I've triple-checked all of my settings and all appear to be correct: Flaps are set correctly Speed brakes are not deployed Parking brake is not engaged Trim is in the green band TOGO is set There are no other messages or indicators outside of the norm The engines appear to be responding properly and flight performance is normal I've simply turned off the warnings and proceeded with no issues, but it does strike me as strange... Am I the only one experiencing this?

MSFS2020 or 2024 Navigraph maps. That's it.

Yes - it's down. I'm not going to be flying again today, but has anyone tried to access it through the sim: Simbrief Dispatch or Simbrief EFB?