pbearsailor

It works if installed not in Community. Had same issue but no problem installed with Addon Linker. Maybe that long file name bug.

Same issue for me. Also cannot select the tow plane version in Developer Mode.

Thanks Vincent! Flew in here 40 years ago in a C-150 to pick up a 72 lamination Bruce Tift prop for our Long EZ. Can't remember how it possibly fit! cheers, steve

Thanks Bert. This is excellent! cheers, steve

I can attest to that for sure. I flew a Q first and you just didn't want to pull the power all the way off until the wheels were really close to touchdown or it would quit flying. It landed much flatter. I loved the R model in the flare since, as you say, you can just bring it back to idle and actually hold it off a bit in the flare for more of a nose up touchdown. Must be the longer nose as there really aren't many differences other than that between the Q and R models.Anyway, love the plane. Remember how looking out the side windows and seeing those tip tanks made me feel like a "real" pilot way back when the logbook was pretty thin.cheers,steve

This old 310 pilot loves the flight model (well, the rest of it, too) and sure doesn't want to see it changed. Especially on the engine out stuff, it requires proper technique or bad things happen and I think you've done a great job of modeling it. Most of my flying career was in turboprops and with them, you just lower the nose a little and run the checklist for an engine failure. Light twins like the 310 just aren't that way with their much more marginal performance on one engine.Thanks for all your great input on the plane, Ken. It flies like a 310 and not some generic flight sim model.cheers,steve

You really don't do that, however. True, the RPM of the turbine is very high, but prop RPM is geared so it's generally quite slow. Mostly what you're doing by reducing prop RPM is just making cabin noise a little less. All the turboprops I've flown have a prop RPM reduction after takeoff, some at cruise also, and that's really the only time you're touching the prop levers until you push them forward before landing. You really spend a lot of time on the power levers and little on the prop levers.cheers,steve :(

It's still my favorite small turboprop too.I've flown the real one a little and I've flown King Airs with the same engine a lot. I think they did a pretty good job on the PT-6A engine, considering the limitations of the FSX turboprop model.The PT-6A has two internal shafts, so the shaft driving the prop is not physically connected to the shaft on which the power is made, so it's basically just air going through a turbine wheel that drives it. That's different from the 331 engine used in the C-441 or Turbo Commander or the more powerful version in the Jetstream 41. Those engines have one shaft, more of a direct drive.That all translates into different characteristics when you move the power levers. With the Conquest, the C-441, on a windy bumpy day, I'd add or remove power on final as needed as there's virtually no lag. Same situation in a Cheyenne or King Air, though, for me was to make a power change when I thought that I might need it, to do it slightly ahead of time. You have to be more proactive with the power levers or you can get behind.So, I think Digital's Cheyenne is really good, the best representation of a PT-6 out there. Not perfect, but I know the FSX model means they have to compromise in one area to make it work in another. You've got to look at the gauges to set power and you can easily overtorque or overtemp. 400 to 500 # of torque is a pretty good number to keep in mind. If you hold the brakes on takeoff, push it up to that number, let go of the brakes, and ease the power up the rest of the way, it works pretty good. For descent and landing, it needs planning, just like the real one. It's very hard to slow down and go down at the same time. You need to get it slowed down while level and then descend. You'd like to be on a five mile final at around 120 knots, gear down, approach flaps, and somewhere around that 400 to 500 pounds of torque. That'll give you a stable descent of 500 to 700 fpm down. Full flaps at 500 feet, speed to 100 knots over the fence, and ease the power off as you start your flare.Hope that helps.cheers,steve :(

Thanks, Damian, I've sent it by email.cheers,steve

Thanks Andy

Currently, I've reinstalled ASA and added the beta. There are no log files at all.If I run the original ASA, it generates the log file. Adding the beta after a run of ASA, nothing is added to the log file before the crash.cheers,steve

Yeah, sorry Jim, I wasn't clear in my reply. It CTD's over and over and I've never seen it use the Primary server. Likewise, I've never seen the original ASA use the Secondary server, always primary.cheers,steve :(Edit: Just tried it one more time and it finally did try to use Primary Server, but. . . . .CTD anyway.

It is, Jim. I've redownloaded and reinstalled multiple times. Original ASA runs without a problem, but as soon as I update with the beta it CTD's as it starts to download weather. Original ASA always downloads from Primary server and Beta always from Secondary. Doesn't get far enough to make an entry in the log file.Thanks,steve

:( a small bump

Hi Damian,Darn, the forum is tough this morning. Saw you were having troubles too.Anyway: P6 : 471ebf5bI notice that with the initial install, weather is downloaded from the Primary Server and with the update it's trying to download from the Secondary Server.cheers,steve :(