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About rjb4000

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  1. This is a strange argument, no? There are plenty of study-level airliners out there but none of them to my knowledge require you to purchase a separate steering tiller control. If they did have a hardware requirement, I would absolutely expect that to be listed in the marketing materials pre-purchase.
  2. Try turning on the “aviation flashlight” to help you find the switches. The simulated torch will follow your mouse!
  3. It sounds like you’re describing control stiffening at high speed. This is a setting you can turn off in the airframe manager window. You may be able to achieve the feel you’re looking for by disabling this setting.
  4. I’m not sure what you mean by drawing a vacuum. Try holding the brakes with your controller, and while held, twist the parking brake knob to keep the brakes applied after you release the brake command.
  5. I don't know where the LR G1000 stores its flight plan data, but I have also found that on power-up the G1000 retains the last used flight plan. You can delete the flight plan by opening the FPL page and selecting the MENU key, highlighting "Delete Flight Plan" and confirming.
  6. VNAV works fine with the Laminar Research G1000. The map view should show a TOD on your route once you've entered vertical constraints in the flight plan view.
  7. The solution would be to fly the TBM with a G1000 and no GTN750, as it was built.
  8. The method of flying a holding pattern with the G1000 as implemented: Have the holding fix as the next waypoint (i.e., you are navigating to that fix) Press the OBS softkey on the PFD to suspend waypoint sequencing Adjust the inbound course using the CRS knob to be the inbound track of the holding pattern Fly inbound legs along the depicted track Fly outbound legs parallel to the depicted track and time your legs You can't tell G1000 to depict a holding pattern in your flight plan, but it will fly a depicted hold / procedure turn as part of an instrument appr
  9. The TBM900 does not have an automatic torque limiter; the pilot sets the appropriate torque during all phases of flight .
  10. Right - and as the developer has stated a number of times, this product is not to be used for training.
  11. You’re asking why the simulation behaves as advertised?
  12. No worries - the reason you need to apply nose down force as you speed up is that elevator trim is designed to hold an attitude at a specific speed. If you're trimmed (hands off flying) for level flight at 100 knots and then you increase power and speed up to 110 knots, the airplane's nose attitude will increase, the aircraft will climb, slow down, and eventually settle on a climb attitude at 100 knots. If you reduce power, the airplane's nose will pitch down until eventually settling into a descent at 100 knots.
  13. Take a look at this video (takeoff at 1:33): In the video, there are at least 2 people on board and full fuel tanks. After rotation, pilot sets pitch around 10 degrees for the climb. You mentioned when you depart the pitch increases and showed a screenshot of around 15 degrees nose up and 105 knots airspeed. This is expected - the takeoff trim setting is meant to allow the pilot to rotate at takeoff speed. The faster you go after that, the more the nose will want to pitch up to maintain that initial speed. The expected pilot response would be to lower the nose to the desired an
  14. Can you post a screenshot of your weight and balance?
  15. Did you do any research to come to the conclusion that the trim indicator is "completely off"? Here are some photos of the real thing: Here is a comparison between the X-Plane TBM and the real ones.. the last image is from the TBM900 PIM. I'd say it looks about right. If it's off, it's surely not "completely off".
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