TerribleT

Have had this quite a few times from Carenado and Alabeo installations and I suspect it might be that those font files already exist from an earlier installation and for some reason the installer calls it an error instead of just moving on.

Great stuff as always Matt!

Excellent thank you Bernd!

Use the combined switch to turn on strobes/beacon then use keyboard "O" to turn off the strobes.

Mine has worked as Bert says since v1.0 - slow and steady wins the race with these knobs.

Have assigned cowl flaps open and close to a rocker switch on my Saitek Quadrant and they have worked perfectly since V1.0

Thanks mate for the great paints, paticularly for that Aussie VH job - beauty!

Yes Scott - to check the number of approved mods, factory/FAA/non USA AAs, to the earlier Navajos, particularly of the IO-540 variety, would require many hours of hard paper research, if you could locate them! All very interesting at the time but of little relevance now.

As always backup Orig aircraft.cfg before changing entries copy and paste over: This will get ATC to identify right type and model: [General] atc_type=Piper atc_model=NAVAJO editable=1 //0 Well balanced aircraft with extra back seats "moment arms" from FAA and old company load sheet, use wing lockers if desired, adjust fuel to suit, aircraft has a great max ramp weight: [weight_and_balance] station_load.0 = 190, 1.5, -1.8, 0 station_load.1 = 190, 1.5, 1.8, 0 station_load.2 = 170, -2.45,-1.8, 0 station_load.3 = 170, -2.45, 1.8, 0 station_load.4 = 170, -5.0, -1.8, 0 station_load.5 = 170, -5.0, 1.8, 0 station_load.6 = 150, 7.9, 0, 0 station_load.7 = 200, -9.8, 0, 0 station_load.8 = 170, -8.1, -1.8, 0 station_load.9 = 170, -7.8, 1.8, 0 station_load.10= 0, -2.55,-5.0, 0.2 station_load.11 = 0, -2.55, 5.0, 0.2 station_name.0 = "pilot" station_name.1 = "copilot" station_name.2 = "Pax R1L" station_name.3 = "Pax R1R" station_name.4 = "Pax R2L" station_name.5 = "Pax R2R" station_name.6 = "BagFwd Max150" station_name.7 = "BagAft Max200" station_name.8 = "Pax R3L" station_name.9 = "Pax R4R" station_name.10= "WingL Max150" station_name.11= "WingR Max150" Better rudder control, use A2A Accufeel to soften suspension if desired: [flight_tuning] rudder_effectiveness =0.5 //1.0 Smoother taxy but watch your landing speeds closely as in real aircraft [brakes] toe_brakes_scale= 0.4 //0.7 [Flaps.0] flaps-position.1 = 15 //20 flaps-position.2 = 25 //30

Been off sick for a while so sorry for no response Scott - try looking up "ramming" and "supercharging" in the various mechanical sites as both these techniques were used in early Navajos before turbocharging became recognized as the proper safe standard. All the early Navajos I was involved with were retrofitted with turbos eventually. The major differences in Turbo settings for Navajos was largely dictated by operational requirements: the loads to be lifted after all the nice club seats and wooden adornments were removed in favour of extra seats; the length of airfields to be used and most importantly the ambient operating temperatures and altitudes. In the tropics in semi-STOL conditions with rapid weather changes, heavy PAX and freight demands, operators wanted powerful lift and climb capabilities - that's what 46" gave them. Understand you frustration Jesse with lack of information, the Chieftain was an entirely different ball game mechanically and structurally from the Navajo, the three different types of Cheiftain fuselage extensions and associated configurations resulted in quite different aircraft - all very nice and more stable than the Navajos with greater load capabilities. Better more powerful engines as well - no mods need there! Hope Carenado can come out with one of them for us to play with.

Back up your aircraft.cfg and replace your "station loads" with this amendment for proper "moment arms" according to POH W&B and FAA specs (adjust fuel accordingly): station_load.0 = 180, 2.00, -1.15, 0 station_load.1 = 180, 2.00, 1.15, 0 station_load.2 = 170, -0.50, -1.15, 0 station_load.3 = 170, -0.50, 1.15, 0 station_load.4 = 170, -2.66, -1.15, 0 station_load.5 = 170, -2.66, 1.15, 0 station_load.6 = 170, -4.90, -1.15, 0 station_load.7 = 170, -4.90, 1.15, 0 station_load.8 = 170, -7.06, 0.00, 0 station_load.9 = 170, -7.06, 1.15, 0 station_load.10= 250, 11.9, 0.00, 0 station_load.11= 350, 7.50, 0.00, 0 station_load.12= 200, -1.60, -6.40, 0 station_load.13= 200, 1.60, 6.40, 0 station_load.14= 400, -20.00, 0.00, 0 station_load.15= 200, -21.33, 0.00, 0 Loaded to the max like a working GA 'plane should be - decrease loads for more fuel as required for those long hops but watch your CoG. If you have A2A Accufeel you will find turbulence more exciting as well.

Yes Jesse and Scott it is a bit confusing - my last post relates to trying this airframe with PA31-300 standard non-turbcharged engines IO-540-M1A5 as initially constructed by Piper - this is an entirely different performing aircraft to the turbocharged PA31-310 but they both have identical airframes but not equipment. FSX has bug and will not read the Max Mfp entry setting (40 for the 300) unless Turbocharger=1. By setting critical attitude=0000 you effectively turn the turbocharger off at the same time but FSX will read the MfP entry and the MfP gauge will work correctly. Otherwise FSX will take the MfP back to calculations based on a carby engine. It is entirely possible to have an injected engine red lined at 40 and in some instances these engines were taken to 42 or 43 - but that is a complicated engineering exercise beyond the scope of this discussion. I had fun trying it out against the 300 POH and the numbers were good. I'm leaving this now to play with W&B in both models and experiment with adding wing lockers as well.

Correction to the last post if you want to try the PA31-300 settings: Turbocharger=1 must be set, even though the aircraft is not turbo - FSX wil not read the Max MfP otherwise. Sofor clarity: HP=300; RPM=2700; Turbo=1; MfP=40; Alt=0000. It operates quite realistcally to the POH for PA31-300.

Yes Lmaire that is the only altitude setting in engine section of aircraft.cfg which is a piston engine's critical altitude, being the maximum altitude at which an engine can maintain its full, rated horsepower with turbocharger, and as clearly stated in Type Approval/Lycoming quote is "15800". Interesting to note that Carenado have included in the cfg behind the excluder "//" for Mfp, HP, RPM and critical altitude "46", "300", "2700" and "0000" which, except for the MfP which would be "40", are the settings for this airframe with Lycoming IO-540-M1A5 engines - thus becoming the PA31-300 if Turbocharger=0 is set in cfg of course. Could be fun to try that B)

"2,575 r.p.m. at 310 hp. from sea level to 15,800 ft. altitude. Maximum 46.0 in. hg. manifold pressure cumulative total with automatic density control and altitude adjustment. Do not exceed the following manifold pressure limitations: 46.0 in. hg. manifold pressure at and below 15,800 ft. altitude, 31.0 in. hg. manifold pressure at 24,000 ft. altitude. Straight line variation between points given." Both the Type Approval and Lycoming engine manual for the PA31-310 with TIO-540-A2C fitted as modeled by Carenado state the above limits. Accordingly cfg file should state max rpm=2575, maxMfP=46, turbo altitude 15800. The engine has an automatic density controller as part of its turbocharging system as mentioned above and a decrease in MfP should occur automatically after 15800 from 46 to 31 at 24000. Have made these changes and all works well so far. Now to try and adjust the W&B figures (grrrr)

+1000 for steam in this great almost vintage aircraft - and I too hope for the Aztec before I "drop off the perch" - would have been a better progression to have it before the PA31

100% spot on - oh for an Aztec, then a Navajo-Chieftain sequence to an Aerostar - same for the great Cessnas - 402 onwards.

If I get to this stage with an aircraft I usually take a backup of any repaint textures I've installed and the cfg file with those repaints installed and put them in a safe place. Then uninstall the aircraft and re-install it, flight testing its performance - if there's a problem get another download from Carenado and repeat this process. If no problems add the mods one at a time and test after each one, this will throw up any problems. Finally add your repaint textures, and the cfg additions for them, and test them one at a time in case there's any problem there. Slow and steady wins the race.

Check your loading, your fuel tank selection, your rudder trim (in sim and hardware if you've set it there) and last but not least the cleanliness and calibration of your controllers

Thank you for your help Bert as always :Applause: perfect :Peace:

Just a little feedback on the air file parameter tweaking - have tried quite a few settings and not satisfied with the realism of the results. I think painting is the right answer here so I'm off to give it a go like LDP1949.

lilgus thank you for that helpful information and I'll certainly give you feedback if or when I find a good air file parameter :wink:

Good question lilgus :rolleyes: 6 of one, half a dozen of the other perhaps? As long as you backup the air file (AAM does this auto for you) or the texture you're fiddling with I can't see a problem either way. One thing I've noticed when playing with the air file setting is that the needle becomes a lot more responsive to power settings - haven't found an air file parameter value that'll make it sit on the normal mark yet B) How'd you paint the guages (hint as to why I fiddle with air files :lol: )?

Took mine for a spin and the tooltip tells me oil pressure is 59 which is within normal ops range 30-60 but the gauge needle shows slightly above the green - so I'll get the green repainted at next gauge O/H B) If you want to change it in the air file this is the parameter to play with: "(DBL)Oil Pressure Limit *144 (psi), 8640" - experiment with the last number, lower if the needle is like mine, higher if it's below the green.

My original quick answer on this problem was based on past operational experience with 210 aircraft generally here in Australia where fuel requirements were 45 mins reserve + fuel for planned trip (Taxi+Takeoff+Climb+Cruise+Descent+Circuit+Landing+Taxi) + fuel for alternate (if required). Most flights would have a minimum of 15 gallons a side fuel. Although the POH may list a greater max bags in the aft compartment, in practice most operators find that in order to maintain C of G within the envelope with fuel burn during flight and, most importantly, on landing, the practical load for most 210s (and 206s) was 50 lbs in the aft compartment. Luckily for most commercial operators the 210 and 206 range have very good floor loads forward of the aft compartment and plenty of spaces to tuck and restrain things away in those areas.