Some reasons might be standard left-turning tendencies (p-factor, spiraling slipstream, and torque in this case), out of trim, fuel/weight imbalance, stuck brake, stuck/overridden/uncalibrated controls, or weathervaning due to crosswind.
Most of these are reasonably modeled in the sim, and some (weathervaning) are overblown. Something we see a lot is a controller that’s unknowingly bound to an axis, button, or control that’s pulling it that direction.
Yes and that’s exactly what was happening. Still annoying if you’ve just downloaded one and another immediately drops. This very quick cycle also speaks to little testing so as we saw with the C414 things were fixed but new bugs were introduced which then forced another update.
To be clear if you fly regularly the occasional update is not an issue.
If you have a life out side flight sims and only get to fly occasionally, logging in after a break with limited time to fly and seeing half a dozen different updates gets very annoying, especially when there is no indication which ones are mission critical.
Some middle ground between the three times a week c414 updates and the never updated ever 247D, still the same as original release, would be optimal.
Is there a variable for the AP/TRIMS MASTER switch??
tia
LVAR:BKSQ_AutopilotMasterSwitch
Thanks Buddy!
Nice Article on the 850. Got a whole new understanding of the 850mode
The flap selector in the 850 has a new, fourth position. It retains the flaps up, takeoff, approach and landing positions of the 700, but when you move the selector to the new detent beyond flaps up, the torque limiting system is disengaged and the full power of the new engine is available for climb and cruise. In this mode the pilot must observe torque limits by restricting power lever movements, but this mode is the normal mode in nearly all other PT6-powered airplanes.
With the flap selector moved to the new, high power detent, the PT6 was able to deliver full-rated power and, despite a brief level-off down low, the new 850 reached 28,000 feet in less than 18 minutes. At that level with maximum cruise power set, the true airspeed varied between 306 and 310 knots, though air temperature was almost 20° C above standard and we were at maximum weight. Fuel flow, which is displayed in gallons per hour, unusual for a turbine, was 58.5 gph. If temperature had been standard, the handbook shows a cruise speed of around 320 knots, or a little more as fuel burned off. Under standard conditions at mid-cruise weight, the 850 delivers 320-knot true airspeed at 26,000 feet, but slows only to 315 knots at the ceiling of 31,000 feet, so there is very little penalty to climb. Fuel flow, however, drops from 66.6 gph to 55.8 gph for those five knots of airspeed.
Thanks for sharing! Indeed, it’s a very nice article, full of information and with comprehensives explanations ! learn a lot and still havn’t finished to read !
Does anyone here use reverse thrust? I have no trouble slowing down on the ground.
If your on PC there’s a flightsim.to addon that mods the aircraft and adds beta to the Annunciator panel, I think I read that reverse doesn’t work correctly (but could be wrong)
I think I’ve got reverse thrust working but I’m not sure I need it.
I made a utility for Air Manager and the Honeycomb Bravo TQ that fixes the reverse beta range along with the cutoff and feather. It’s part of a big set of new (free) instruments for the 850.
Check it out on our Simstrumentation Discord server.
Same, it seems to be working, but I never needed it so far. Cannot judge, however, if this is a realistic behaviour, or not. I can say, though, that I love this plane.
Me too …
Does anyone here ever get a strange audio effect in this plane, where the engine sound gets distorted for a few seconds, like some phaser-like sound from a low-budget sci-fi movie, then back to normal? I’ve gotten this maybe a dozen times, including a few minutes ago, climbing through 17,000 feet. I’m bracing myself that maybe I did something wrong and I’m going to get the end-of-flight “you’ve overstressed your airframe” error, but it carries on fine. Just curious…
This is something I’ve been begging for. It seems that many (if not most) developers don’t feel the need to provide that info for those of us who despise mouse clicks, and want to map events to peripheral devices.
We’re left to suss out the variables assigned to the virtual cockpit controls, which can be quite tedious.
MobiFlight Hubhop page has over 500 presets to view or use
I keep forgetting about Mobiflight…thanks! Lots of TBM850 items there. Other aircraft are hit and miss.
Well said.
Thankfully for TBM850 all the LVARs (plus H events etc) can be found in an XML, though you still need to figure out several reverse-polish notation scripts to understand what’s going on but it’s generally doable.
But this is an exception, as most 3rd party devs don’t have such file structures or they’re using only obfuscated Javascripts or variables are spread across several files or whatever. Listing those LVARs and events for those “power” simmers who want to use them should require less effort than writing proper documentation, so why aren’t they doing it? In theory a mapping of variables/events is already readily available to the devs for quick reference (or if it isn’t, it should be).
ps: wasn’t aware of https://hubhop.mobiflight.com/presets/, this will definitely save some time rather than trying to reverse engineer it through Spad.next monitoring, great stuff. Bookmarked. It seems to be more useful than those random Spad profiles, which are very rarely of any use to me.
Thanks for the link to hubhop. I will be visiting that site often. There are a few planes in there I haven’t finished, and a few I haven’t started on yet with SPAD. That documentation will definitely improve my life. 