Check the Reactivity settings for your stick - because that sounds just like what happens if you turn it down, nothing happens for a while & then it all does. I have never experienced that behaviour in any of the Arrows, I’ve only come across that sort of behaviour when I’ve been messing with stick profiles to see exactly what happens.
I flew the last beta Turbo III for a couple of hours earlier, it still has that MSFS flying-through-syrup feel but after being bounced around in other light aircraft ( starting to feel like a big hand is holding the plane & it keeps spasming ) the smoothness was a blessed relief.
That’s a good idea, but I had already created new controller profiles so they’d have the default sensitivity settings in Flight Simulator and Windows. I can see the virtual yoke smoothly moving back and forth with my controller inputs, and also on the joystick input graph, but it’s the plane itself that jerks around in flight. It’s also the only plane that does it, so I doubt it’s this.
The issue is much more pronounced with Live Weather on, and from what I’ve been following it was the new wind gusts implementation in Flight Simulator that is messing with the flight model and what the patch is supposed to address. The issue is still present with the Clear Skies preset, however. While pitching up and down is smooth in the pattern, it still lurches on the flare with the Clear Skies profile.
I tried switching to Legacy and back to Modern on the flight model options, but that didn’t appear to affect it at all.
With the help of the Working Title team we have finally found a solution to the GNS compatibility issues that were holding up the release of our updates for the PA28s (Arrow III, Turbo Arrow III/IV and Warrior II). We’re now finishing off some final bits of work on those with the aim of releasing them next week.
Thanks again for your patience with these updates.
We’re still aiming to release the update this week:
Latest TDS GTNXi models/textures added
Compatibility with latest versions of Working Title GNS, PMS-50 GTN and TDS GTNXi (including new autopilot logic)
EFB functionality upgrades:
Import your SimBrief flight and view a summary or scrollable full OFP
Monitor your position in real time using a map view with tracking, zoom and pan options
Explore and view your Navigraph charts, with automatic selection of departure and arrival airports based on your SimBrief OFP, and ability to favourite charts for quick reference
Use a notepad for making notes during the flight, particularly useful for noting down clearances and taxi instructions
Interactive checklists, in addition to the existing MSFS checklist support
A top-of-descent calculator with the option to manually input altitudes, speeds and descent requirements or to have those sync’d from the sim
An on-screen/virtual keyboard, especially useful for VR users
METARs for your SimBrief OFP departure, arrival and alternate airports
Animations and cockpit interactions updated for compatibility with LOCK interaction mode and Xbox
Flight model updates (greater pitch stability and better ground handling)
Trim sensitivity slider added to EFB, allowing you to fine tune the sensitivity of the pitch trim
Improved spark plug fouling simulation
Vertical speed hold hidden clickspot added to autopilot panel - with altitude hold engaged, clicking on the vertical speed clickspot will engage vertical speed hold mode, holding the vertical speed that existed at the point of engagement
Dynamic baggage added - a variety of baggage will appear in the baggage compartment, depending on the selected payload weight
Smoother cockpit pushbutton animations
GNS 530/430 screens resized to prevent edge clipping
Support added for SET ELECTRICAL FUEL PUMP 1 control assignment
Throttle quadrant cursor icons (hand/grab) updated to make it easier to see when your cursor is moving between levers
Amazing update! Can’t wait for this one to come out. The flight model updates and added EFB functionality sound fantastic! Especially as a VR user. I use the ingamepanels all-in-one tablet for much of the described functionality today, and it works great! But, with the limited space in the Arrow’s cockpit, having the ability to view SimBrief information, Navigraph charts and also have a notepad for writing clearances built in to the Arrow’s EFB is a great enhancement!!
That’s a nice looking update - fixes, improvements and new functionality. Will the new dynamic baggage match the aged condition of the aircraft interior, sort of like it’s been kicked along the floor all the way to the plane after being left in the rain overnight?
I would love to request for the Turbo Arrow that you consult with the Black Square dev and get proper turboprop simulation working. I hate adjusting the mixture in the climb in that plane, it takes me right out of the experience.
A turbo engine is not really normally aspirated, just the opposite. It is a reciprocating or piston engine. Because of the turbocharging you should not need to add power during climb untill you reach the critical altitude.
The Black Square Bonanza Turbo is “turbo normalized”, which keeps the engine at the same HP as if it were at sea level, all the way up to critical altitude, which means you keep it full rich all the way through the climb, even at high altitudes.
Unless the POH says otherwise, the biggest reason for controlling mixture in a turbocharged/turbonormalized aircraft below the critical altitude is to regulate engine cooling. That compressed intake air is going to be a bit hot relative to the gradually cooling air it would normally be taking in as you climb (even with an intercooler), thus it will be somewhat leaner due to temps.
But overall, in general, it should not be done as you would an NA engine.
As I’ve linked to it hopefully I can quote the relevant paragraph here;
Climb performance of the Turbo Arrow is good, with 1,000 feet per minute available right up to 10,000 feet or so, and with 72 gallons of fuel aboard, endurance is excellent. Count on 4.5 hours with an hour’s reserve at 75 percent; though the book says fuel flow at this setting should be 12 gal- lons per hour, this is based upon leaning to peak turbine inlet temperature, which few unmodified engines tolerate well. More conservative leaning proce- dures, like limiting TIT to 1,500 degrees F, well below the 1,650 degree F redline, result in about 13 gph at high cruise. Pull the power back to 65 percent, and you can lean a bit more aggressively, which will get you close to the book’s estimate of 10.8 gph.