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Olivier_Moens

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  1. Yes, would be nice. I believe Dodosim took headwind / tailwind components into account when they did the Bell 206.
  2. Hi Bil thanks for the reply. point 1 to 6 check point 7. NTS logic is pretty good like you did, only that you have to depress and maintain the appropriate switch down until the test is completed, around 50% rpm. If you look at Tim Simmons video, you will see that he is keeping is left thumb on the switch. Also Tim didn’t perform the pre run NTS test by bringing throttle and condition lever beyond the gate. I confirm that if you do not depress the corresponding NTS switch, no NTS light will ever light. Having to keep a switch depressed all the way is not practical in a sim, so why not latch the switch until test is done, and release it automatically when light goes off at approx 50%? (I don’t know about programming, just throwing ideas around) Once engine above 50%, the NTS light should not come on again, even with test switch depressed. 9. I would say that a steady rising rate for around eight seconds would make it. 10. You are perfectly right. Earlier model had the inverter linked directly to main bus. But then, INV 1 should be linked to radio bus 1 (which it is) and INV 2 linked to Radio bus 2 which is not. Also inverters should be powered with batteries only, because main bus and radio buses are. 11, 12 check. 13 not a big deal. 14 Arrows on pop up are fine to me, I understand you cannot change anything about the VC. 15. Thanks for it. I will give it a try and keep you informed. Allow me a week, I am rather busy too for now. 16. I will check also and try to find you something that seem realistic to me. Any chance to get RPM having an influence on the prop drag? 17. Nice . Just remember that.if flaps are not up, the horn cannot be silenced. 18 no big deal either. 19. You are probably right. Personally I am using a 3 pos flaps: up, half and full down. Regarding the real life stuff the reason behind is the simplicity and the lower cost. This is only a two way hydraulic valve. No delicate engineering. Simple and sturdy, less maintenance and a little bit more workload for the crew;-). best regards.
  3. And of course, amongst other Carenado shortcuts and approximations, the flaps lever is not working like the real one. The flaps motion is continuous, upwards when lever is up, downwards when lever down, and no moves with the lever in the middle position. The lever holds the assigned position, but has to be centered to stop the flaps motion to the desired position.
  4. Hi Bill, I was so frustrated I could not use your new update using FSx SE that I upgraded my sim to Prepared v4. 😊 After two days and ten attempts I finally get it downloaded thanks to my crappy connection. Eventually everything is working. And I must say you have done an amazing job here😲. I did only two short test flights so far, and thus had not enough time to go in deep of everything. But as you asked for feedback, here we go. I will try to follow some phase of flight logic, starting from cold and dark. Some of my remarks will concern Carenado misinterpretation, not your mods -Oxygen valve do not need battery to be operational. It is just a pressure regulator. If the oxy bottle in the back of the plane is open and there is O2 in it, you will have pressure as soon as you turn the knob ( the more you open it, the more pressure you get -Cabin altitude cannot be adjusted on ground anymore, even with autopressurization option turned off. -PAR/SER switch is actually a 2 position switch not 3. Ground power is online when connected with the switch in the PAR position. -Annunciator panel test: NTS lights are not part of the test and should not be lit when performing the test. On the other hand, the gear horn will sound If the test is performed on ground. -door opens even with door lock on. -landing lights extension switch is a 3 position switch, -retract-off-extend, not two as Carenado did. Also the panel screw on the top right of the switch cluster is actually a blue light, not a screw. The light is lit when landing lights are not retracted. -NTS switch info tooltip is inverted (left for right). Talking about NTS, I saw you eventually succeeded in separating the light status from the switch position. That’s great. But now why not implement the NTS test as it is IRL and not have it like a kind of automatic as you have implemented now.? In real life, you have to push and maintain the switch to test NTS (springloaded switch). In the sim it is not possible to maintain the switch in position during whole startup process, but it could be nice to choose to perform the test or not and have it linked to the switch position. Also, above 50%rpm, whether the NTS switch position, the NTS lights should be Off. (Works only in flight for now.) -Nice work on the hydraulic gauge, igniter sound, and electrical system and Ammeters. Just amp is decreasing a bit too fast after engine start for what I know, but I would let like this, as many simmers may not have the patience... -EGT still rising to fast on startup. -Ac volt warning light seems to be linked to INV AND Radio 1 switches. As far as I know, Ac distribution should not be concerned by radio 1 switch. -Amazing work on propeller locks. 👍. Now you can perform the over speed regulator check. Just one thing, when props are in the locks, there should be virtually no trust, thus almost no torque, even with PL and condition levers full forward. For now, torque meters show up to 700 hp. -RH igniter light doesn’t work in override position, and the LH goes off after take off. These lights should stay on as long as override is selected. -Anti ice prop/gen switch is spring loaded to « prop » position. -AP106. Not much time to test. Here are my first observations. There is two arrows on the Ap panel, on the right of the Engage- disengage switch. In the real Ap, these arrows are backlighted in a yellowish white, and once Ap is engaged, the upper one turns green. This is the only cue the Ap is engaged. -IAS mode seems to be struggling more than before. Ap Pitch wheel working in the wrong direction in IAS mode, although correct in pitch mode. -Removing all FD modes should hide the FD v shape in the attitude indicator. Carenado crappy trick doesn’t work anymore (twice on go around), and I couldn’t find a way to remove FD indicator. -Yes, there is a prop braking effect with Tp 331. But the one you implemented is a way too much. This is not a Turbo Porter.😂 The braking action depends much about Rpm, witch is not the case for now. In short final, you will have to add power to keep speed when increasing rpm to 100%. To answer a question regarding low power settings and NTS operation. When power levers are at idle position, it will prevent the NTS to engage. This is why, when you loose an engine in flight, you cannot retard the PL until you have the prop feathered otherwise NTS will not kick in. -The gear horn cannot be silenced. The switch is not working. -When activating an emergency engine cutoff switch on ground, the startup sound is audible until the engine switch is turned off. So this is what I ve found so far. There is probably some stuff you won’t be able to fix, but you’ve done so many miracles so far that I start to believe that nothing is impossible😉. Thank you for turning this usual Carenado fast-food stuff into a real airplane.
  5. I don't think so, it was distributed through author's dropbox
  6. ??? NEVER attempt to start a TPE331 when the props are not in the locks. You will for sure get a hot start and melt down your turbine. The drag of the prop is way too high to get the engine spooling up. Furthermore, if you bring the power lever in the reverse position with engine not running, assuming the engine control switch is in AIR Start position (to get the unfeathering pump on line), the prop will go toward feathering, but as s the prop is not rotating, the locks will stay in place as inertia moves the locks away - that why the chek list says 85% rpm minimum. As soon as you will set the power lever back to idle, the blades will hit the locks again. What you are reffering to is the procedure to bring back the prop in the locks BEFORE starting, in case you failed to lock the propeller at shutdown or had a prop feathered for any reason.
  7. That 's not the way to shut down an engine in a 690. You have to bring power levers to idle, condition to low RPM, then switch off Engine control switches (black rotating knob on the overhead). Before reaching down 50% RPM, bring power lever to reverse, to put propellers in the locks. Shuting down engines using the condition lever will shutdown the engine but also bring the prop to feather. It is used in flight in case of engine failure. This is not PT6 engine 😉
  8. You will probably find the solution for the landing lights here. This is a mod that Bill did to use a single key for the landing lights using FSUIPC. To revert to the original 3 switches is easy.
  9. CDI soft button at the bottom center of the GTN screen. You should have VLOC in green in the status bar below, instead of GPS in magenta
  10. Can't agree more. Bill did (and still does) an outstanding job to improve the Turbo commander. Many thanks to him
  11. Hi, Carenado has obviously forgotten to equip his 690 with a NAV1/NAV2 swap switch to select the DME source. Is there a way to link the DME to NAV2, instead of NAV1? Thank you.
  12. I don't have the Citation, unfortunately, I can't help you further
  13. You can choose the CDI source at the bottom of the GPS touchscreen. In the bottom annunciator row, you will get VLOC in green or GPS in magenta (GTN750)
  14. Engine control switch, (not knob, sorry) the big black rotating switches on the overhead. The ones used to start the engines ;-) Positions are eng off, fuel pump on, air start run, ground start run.
  15. Hi Whamill, many thanks for the great job. In my case I have to bring the engine control knobs back to air start position to have the engines spool up above 14%, which is not correct. Is this one of the possible glitches you talked above?
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