@
RPGamerous Thank you so much, just what I was looking for! 
Hi @Ramasurinen
The albatross is great and I’m very happy to see there is continuous development. I’m looking forward to version 2.2.8.
I have a couple of things I have noticed while flying the HU16 on FS2024 (Still SU4).
When using modern avionics, the G530 stays in the database page and I am unable to press enter to continue to the GPS. It’s pretty much unusable. My workaround is using marcfsx TDS mod and using GTN750 but it would be great to have a functioning 530 version or even a falco71 KLN90 version to be more old school.
If I deselect the modern avionics, the NAV1 is not really coupled to the HSI, I can only use VOR2. I tried selecting modern avionics and changing the NAV/GPS selector back to NAV manually and switching back to standard nav but no luck. It seems like the HSI is coupled to a ghost GPS and not able to be used with nav1.
Also, for basic navigation it would be great to have a DME, even a basic one would improve a lot the navigation.
Last thing, is it possible to create a short range variation for the HU16? I don’t fly long range missions on this aircraft and it would be great to have an option without drop tanks and have the extra speed. I saw the G111 has a short range version but I prefer the HU16.
Thank you again for this great aircraft.
JP
@capponce Hi JP. Thanks for your kind words.
To answer your questions…
The GNS530 being stuck on the database page (if you don’t press ‘enter’ right away) is a global problem I think, which is fixed in sim update 5, so you should be good to go after that releases. You can try the SU5 beta to check it out early though if you like.
Concerning the NAV1 / HSI issue you’re having. Can you please double check that you have the latest available version of the Albatross installed (v2.2.7) if you installed it locally, and also please re-download and re-install the TDS VC integration mod? Both the plane and mod were updated to solve those issues a couple months ago. I cannot replicate the problem on my end with the current version, both nav radios and the HSI and second OBS work fine for me.
If you still have problems after checking those updates please let me know.
As for a DME and tankless HU-16, they’re both on the wish list, but are unlikely to happen anytime soon, sorry. There really isn’t much in the way of panel space for the DME (without moving stuff around), and unfortunately I don’t have time for any major panel or airframe surgery for the moment, but we’ll see.
That said, the next major update for the 2024 Albatross (v2.3.2 now…) will have many many little fixes and QoL improvements. Some of those are SU5 dependent though, so it will come with or just after the sim update goes public I think.
Cheers!
-Mike
3 Likes
Hi Mike,
I would like to go back to one of the technical points on the engine operation.
As I am flying RTW with the G111 at the moment I do have some time to experiment with different things and settings 
I used an external app to monitor the EGT along with the CHTs to see if the engines are actually running at optimal mixture levels for one MAP / RPM setting.
This was the section from the manual you shared. But I may have to check if I do actually have the latest version of both manual and aircraft.
Important Note: Due to the fact that the engines are supercharged, and
constant manifold pressure can be maintained through throttle position
alone, the mixture levers do not need to be (and should not be) reduced
with increasing altitude as they are on normally aspirated engines.
Instead, the throttles should be slowly opened as altitude increases in
order to maintain a constant engine manifold pressure. The “full rich”
and “normal” settings will give appropriate and precise fuel metering to
the engines
If I maintain 30” and 2100 rpm in cruise, but fly at different altitudes with the mixture levers in the same position the EGT values are different by 75-100 °F, which is in the range of flying LOP which one would do on a long range flight.
But if I recall correctly you did not program the mixture controls specifically for the Grummans, but rather use the standard Asobo Code. Is that correct ??
Along the same lines, would it be possible to program a EGT on the engine page of the G1000 ?
I am not going to be greedy and ask for a multi cylinder one 
as I know I would have installed on my personal Grumman……if I could afford one.
1 Like
@SaratogaPilot87 I probably worded it a bit poorly in the pilot’s guide, but the same mixture setting should give roughly the same results regardless of altitude, provided that the same manifold pressure is maintained by increasing throttle as the altitude increases.
The only factor that may be affecting EGT after that is ambient air temperature. Not sure how much a few degrees difference would matter though.
I’ll make a note to have a look at adding EGT to the G1000 if possible for a future update. That should be a pretty quick thing to do (famous last words… )
Cheers.
3 Likes
Somehow i had thought i read somewhere that the big Grummans had a form of Auto-Mixture, which would keep the fuel-air mixture at an appropriate level automatically. But of course I can’t find that reference now.
And if the Auto-Mixture in a Beech18 I got to fly right seat a few times is any indication, i would rather have sensor data and manage the mixture myself.
The Beech would run quite nice for some time in flight, and then suddenly one engine or the other would slowly run richer or leaner than before. Sometimes drastically, despite being a very very well maintained aircraft.
I would certainly love to see an additional parameter to monitor engine health in flight. I think in this day and age, anyone flying such an aircraft today would certainly have either separate gauges to monitor each cylinder or place them in G1000.
But of course that is not a top priority
1 Like
@SaratogaPilot87 Yes, it does have auto-mixture in the sense that it will try to maintain the selected mixture ratio regardless of manifold pressure, ie: if manifold pressure or rpm increase it will increase fuel flow to maintain that ratio. Whether that ratio is rich of peak or lean is up to you.
Btw, the Garmin G3X version of the G-111 coming in the next update has an EGT display on the engine page.
Cheers.
4 Likes
@SaratogaPilot87 Something that I thought would take about five minutes to do, actually took… five minutes to do. This never happens.
The EGT readout will be in a future update, post-SU5 most likely (for both sims).
Cheers.
10 Likes
Many many thanks once again for this exceptional continued support of this aircraft.
Once again another step closer to perfection as they say. Can not wait to see what you come up with next
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So if there is a working automatic mixture, i would expect a relatively consistent EGT curve for a certain MAP / RPM range if the mixture lever is not moved.
That was not what I saw and what prompted me to ask about the EGT gauge. Flying along at something between 6000 and 12000ft and 32“ / 2200 rpm the EGTs did in fact act more like the mixture was changing from rich to lean on the way up.
Again all this is driven by curiosity and free time as at these settings a 800nm leg does take quite some time.
If you’re trying to maintain constant MAP, wouldn’t you decrease mixture as you climb (go from rich to lean)?
For a supercharged or turbocharged engine, the mixture would stay constant for a given power setting until reaching the critical altitude for the engine.
I’m not a developer, but I wonder if the mixture leaning isn’t something with the automixture setup in FS2024 using the “old” MSFS mixture model (which treats forced induction as naturally aspirated) behind the scenes somewhere.
@SaratogaPilot87 Well, I did some quick testing in the G-111, at 5000 feet, 10000, and 15000, at standard day weather conditions, and for the same MAP and mixture settings at each altitude I get a very slight increase in fuel consumption and EGT, but I do mean very slight, which may just be due to dropping air temperature.
Going from 5000 feet to 15000 the EGT went up by only ~17 degrees F, and the fuel flow by ~4%, but that could also be due to very slight differences in my physical throttle position. It wasn’t a rigorous scientific test.
Hi there, very informative topic here and great plane 
Just two questions that I couldn’t find the answers to:
- Is the release of the G3X/failure update for 2024(a similar one as the one received for 2020) planned for SU5 go live?
- The plane has the standard 2024 wear features with struts, flaps, brake wear etc. being visible on inspection, but doesn’t work with Career Mode. So does this wear functionality actually work with Free Flight or is it non-functional?
@PhonedGorgon897 Thanks, glad you like the plane!
The wear and tear system is present, and you can damage various parts by being rough with the plane, but the values and responses will be refined and detailed collision damage implemented when career modes open up fully to amphibians.
Light amphibians can participate in a couple of mission types now, but heavy and multi-engine ones are still excluded. Hopefully soon!
The update with the G3X and engine limitations option should come with SU5’s release or shortly after. Several minor issues popped up during the beta, which delayed the release.
Cheers!
It’s my understanding that, by default, the Asobo wear and tear features are only active in Career mode, though I think things like dirt will accumulate during a session in free flight. Some vendors do have their own wear and tear systems that work in free flight and can accumulate over time. Unfortunately, I think it was SU4 introduced a bug where persistence features aren’t saved unless you restart your flight after ending your flight. So until that bug is fixed, there could be issues with wear and tear in aircraft (as well as other features).
In an aircraft without automatic mixture control and forced induction , yes in the climb you would need to adjust mixture to keep the mixture lean enough to make the power you require for the climb.
Mixture is however not a direct influence on the MAP. That is simply the relative pressure in the engine intake manifold. In a normally aspirated engine that is sooner or later the limiting factor for how much power you can make. In the supercharged engines of the Grumman at least up to 12000‘ that is not a problem yet. Especially in the cruise power ranges i was using.
But i think I had a brain ■■■■, since the MAP is maintained at the same level and the rpm is also the same, there is also the same amount of oxygen pushed into the engine….therefore it would need the same amount of fuel to keep the mixture at something like 14:1 
So the EGTs would also remain relatively stable since they are not really affected by the OAT. I need to do some more testing on this one.
1 Like
Hi Mike,
I think the real issue was in my flight with my mixture levers as well. The axis on my HC Bravo are starting to show just a litte jitter in just that range where the „normal“ range in the Albatross is.
I will make another testflight with those axis controlled by the mouse to remove any external influence. But just seeing that jitter makes me think that you have actually diagnosed the problem correctly.
2 Likes
Not sure whats going on, but I can hardly brake or steer when this beautiful piece is on the ground. Any setting I need to take certain attention too when flying the HU16/G111 ?
..oh, and I cant tilt my landing light down either.
@AirPorkOne Can you please let me know which sim you’re having the issue in?
If you’re having braking issues in 2024, make sure the hydraulic selector is in the “engine pump” setting. This will keep the brake accumulator pressurized as long as the engines are running. If the selector is in any other setting then each use of the brakes will deplete the pressure until there is none left. When that happens the brakes will either fail completely or bind on, immobilizing the plane.
Can you describe the steering issue more? In 2020 (and in 2024 after SU5) there is the option of “realistic steering” on the clipboard, which will require you to use differential braking to steer. If that is turned off then steering works through the rudder and steerable nose wheel. If you’re trying to steer in crosswinds make sure the rudder boost lever is turned on (on rear section of the overhead panel).
The landing lights will only tilt down when the lights are powered on, and they auto retract, regardless of setting, when the lights are off. When they are on you should be able to change the angle of each light with the adjustment switches. The actuators should return to those angles the next time you turn on the lights. That setting is persistent.
Let me know how that goes?
Cheers.
4 Likes