It Really Doesn't Get Much Better! | Black Square TBM 850 - Full Review | NZA Simulations | MSFS

Hello again everyone and welcome back to the channel in today's video. I'm excited to say that we're going to be taking a look at the Black Square tbm850 that the plane just released for Microsoft's flight simulator and is currently available on the justflight website. flights have once again been kind enough to provide me with a

review

copy of the aircraft to show you here today. We will talk more specifically about the tbm850 later as we take the tour, although just a few details about the flight as usual we are going for a

full

flight and we have some truly spectacular scenery for our inaugural outing on the TBM courtesy of the New Zealand

simulations

we will take the plane from Milford Sound where we are currently in the north, towards Mount Cook, and for anyone who is familiar with New Zealand or even

simulations

of New Zealand, you probably don't need me to tell you how wonderful this part of the world is to fly .

I hope you enjoy the flight and indeed this detailed look at the

black

Square tbm850 as always, if you enjoy the video please consider giving it a like and subscribing to the channel. Okay, we're back in Milford Sounds and this time, of course, we're in a nza simulation. beautiful recreation of the area we are in the cockpit of the

black

square

tbm850 and we have just boarded the plane, so we will dive right into the pre-flight checks, the shock lever is selected up The source selector is selected outside the selector of the generator is set to main starter motor is off ignition can switch to automatic exterior lights are selected off garro instruments are selected off circuit breakers are checked defrost switches are all selected off train control lever landing is selected down the autopilot trim master switch is selected off the same there also for the radio The main bleed air is selected off the air conditioning switch is selected off and the same there for the dump switch fan air control is protected the ram one handle is stowed the automatic fuel selector is set to manual the auxiliary boost pump is selected on the tank selector, we are currently on the left tank, we will see the fuel quantities in a moment .

The LT switch is in Park Brake Armed, it is in the manual override lever, it is selected in off, power lever. is set to fly at idle, the prop lever will be set for maximum RPM and the condition lever set there to cut off the lap control is selected up and back to the top now for the source selector we will move on to the battery, no GPU available. For the flight here today on the Vault meter we are looking for at least 25 volts, we are currently showing a burst at 25, so we are within limits on volts, exterior lights, we will turn on the navigation lights there as well to the strobe lights.

We will carry out a lights test with fairly low fuel gauges at the time we are going to refuel the plane here while we are doing the walk we currently have about 20 US GS in each main tank. At the advisory panel we carried out a lights test to test system one and you can see that everything reads correctly. We also have the master wing and the master caution and through system two again, everything is checked, so we cancel the master caution. The same goes for the teacher. warning on the caution panel there the oxygen annunciator is off the exterior lights are configured as necessary we have the instrument and panel lights

full

y configured here on the environmental panel we will perform a light test and you can see there We have the light ECS failure precaution.

The flaps will be placed completely down. We'll check them during the ride and you can see that the flaps are traveling toward the landing position. The landing gear panel. We have three green ones. and again we will carry out a light test, so check system one well and the same on system two, the PTO heaters we will turn on, the cautions are extinguished and both can trip over and over again simply by canceling the master. caution settings panel again, we'll run a lights test and that's verified, that's it in terms of our pre-flight checks, now we can exit the plane, we'll go and complete a quick walk through here of the tbm850 and touch on a few details of the external model as we go forward, I'm sure the first detail that

really

catches your attention is that we have this very well modeled Pratton Whitney pt6 engine, the tbm850 for those who don't know, it is actually the first complete airplane of Black Square. project as a result and as you have already seen, we do not have the usual limitations because, in terms of doors, the TBM 850 is, according to Black Square, also their most advanced aircraft date and it is certainly outside the documentation with which it comes the product. some

really

interesting features, for example we have interchangeable avionics configurations, the ability to set around 100 random or programmed failures in the aircraft systems modeled in the TBM is quite demanding again, as we might well expect at this point from Black Square and the complement too. includes health saving of many of the aircraft's systems with the tbm850 built from the ground up by Black Square.

We also see some features we haven't seen before from the developer. The flight model of the aircraft is significantly more detailed than we are. We have seen in some of the steam gauge

review

series before, according to Black Square, the takeoff and cruise climb aerodynamic performance matches the real world P within around 2%, we also get improved turboprop dynamics and modeling, which is nice to see overall, the tbm850 has been created in a lot of detail by Black Square, one area of ​​the plugin that remains relatively default is the aircraft sounds, the product uses the default sounds from the TBM 930, which are pretty decent and many additional custom sounds are added that are true. to the life of the tbm850, so overall, without a doubt, the tbm850 is another excellent effort from Black Square, as you can see some very nice external modeling and texturing here as well.

Now let's go back to the cockpit and see how the plane performs in flight. Now that we have just completed the tour, we have also refueled the plane. We have about 70 US gallons now in each main tank. We close the copit door and the air stairs that we just retracted, so closing the door making sure the handle is locked with stone the pre-start checks the pre-flight inspection is completed the nose baggage door is closed the same for the access door to the engine compartment cabinet is also closed and locked and the same here for the pilot's door the parking brake is checked once again and The seats and seat belts are fastened and the safe oxygen pressure showing approximately 1,600 PSI.

We will take oxygen for the crew without needing oxygen here for the passenger. Currently, the starter once again, which is currently off, the ignition is set to Automatic Landing Gear. The control handle is selected down with three greens. The Master radio is off and for the Reader source we are going to start with the battery, so we have set up here to the battery position. We will perform the horn and door annunciator test. light which is currently off, so to confirm that the doors are closed and locked in terms of the amount of fuel, now as mentioned you have around 70 US cannons on each main tank, so here are 140 in total, which is enough for the flight, the automatic fuel selector switch can go to Auto and is currently balanced, so we will leave ourselves on the left tank here for the start.

Engine instruments are checked. We'll do the test so you can see the needle going into full deflection there. we have a master warning and we have it there in the caution and warning panel, once again releasing the test switch, the warning goes off, we will cancel the master warning, the exterior lights as before, we have the navigators and the strobes selected here for the start and we will start as discussed in the battery, so we go through the appropriate checklist, the manual override lever is selected to off, the power lever is in the idle flight position, the propeller lever in the Max RPM position and once again the condition lever in the cut.

The off position selector is set through the battery, the auxiliary boost pump is selected on the fuel pressure annunciator turns off again, simply canceling the main caution and the fuel pressure is now up within the green ignition , it is verified through a car, so now we are ready to go. We will press the starter motor. You can see a large drop in the vaults, a large consumption also in the battery and we have rotation in the gas generator. Just wait until we reach 133% to introduce fuel again, simply canceling the master. caution, there is now a temperature of 315.

You can see that we have the starter displayed on the warning and caution panel, so by entering the fuel in the low idle position on the condition lever, we should see the maximum per below 870 of in 20 seconds and a maximum of 1090 we are well below that and waiting now until we reach 50% on the GN, we can cut the starter, there is no automatic starter cut on the tbm850, so we only monitor the engine parameters, all the pressure looks good, the pressure enunciator has been extinguished and the condition. The lever can now be moved to the high idle position.

We will simply wait here until the engine stabilizes once again so that the engine instruments can be checked. We have about 5% in torque and about 660 in the boost pump. to a reduction in fuel pressure when the pump is switched off, the auxiliary pump i.e. fuel pressure is checked, the fuel pressure caution is turned off, the main generator caution is also turned off and now, looking at the voltmeter, we expect to see around 28 Vols 28 Volts is what we have and a slight load there currently as we replenish the battery after the start, so we have a good start to the after the start, check that all the jug instruments can function, the suction of the bottle is checked there inside the The green bands have been activated on the ice, just checking the systems here on the defrost panel, let's check that we have green lights, check the windshield.

Warm up here as well and once again, both green lights can go out for the P. turn warning Warm up again precautions extinguished, remove them again for the time being and for the fuselage DI ice, two green lights we have seen the system cycle very briefly. also, so again, what can come off, the inertial separator can continue and we should see a warning there in a moment also on the caution and warning panel on the framer that we are seeing below 50 50 amps and we see way below that now the generator selector will go into standby mode and we will see the same pull back to The main generator voltmeter still reads around 28 volts and for the fins we will now put them in the up position so waiting for the fins work again and we have the fins pointing upwards on the drain, we can go to Auto. switch to the on position on the air conditioning fan can also switch to the water.

Temperature C is set. The airflow distributor is configured. Altitude C. We can leave as is. We're only going up to 13,000 feet or flight level 130. for today's flight, so the cockpit climb rate is checked, the weather radar is checked, and it goes to the standby radio. The master is selected, we'll grab the eist master here as well and just work our way through the preliminary screens here of the G10. XI we will allow it to initialize in the meantime we will turn on the autopilot and the master trim switch for the Eep HRS source we let in the left side system the taxi light is selected, we just check that the electrical trim is working correctly.

The separator will come off the surface of the Harden taxiway, but there is definitely a chance that there will be some debris on the taxiway, so it's pretty good for the taxi, we'll just set up the flight plan here before our departure , so on the flight plan page.We are leaving Milford Sound in November. Zulu Mike Foxtop will initially head towards Queenstown VR, which is Quebec. November came to an end. There should be several waypoints there. We want Queenstown VR as discussed and will simply leave Milford. Sound ahead of K 164 Del, now Runway 03, so November Zulu Mike foxtop we clear the secondary Waypoint there after Queenstown, we are looking for Mount Mary DME, which is Romeo Yankee, and finally continue towards Mount Cook, which is November Zulu Mike Charlie.

Pretty simple flight plan, we'll discuss a bit more about that in a moment, we just delete our messages for now and we can also tune into the Queenstown V which is on a frequency of 113 decimal 6, we just transfer it directly. and you can see we're now capturing that in the HSI, of course, the incoming into VR will be 093, so we'll set that up ahead of time, but I think it'll take a little bit of time to change. that the selections take a bit of time with the tbm850 so we select 093 on the heading, we will set the heading error once we are on the runway, we can also set the altitude here, the question and currently it is 1016 which is us giving At a Dr elevation of around 20 feet and, as we mentioned, we are going to go up to flight level 130, which should keep us well above the terrain and probably above the clouds here as well, we will also preselect our desired vertical. speed aiming for a climb rate of around 1500 feet per minute and for now leaving the transponder in the standby position so we are now ready for the taxi.

We will join directly here towards the main taxi road which we will exit onto. towards the holding point for the west runway and once we have lined up we will go through the pre-takeoff checks before departing for Mount Cook, okay, now we line up here on runway 29, we just run down the Before takeoff we check that the part brake is on. I also have the part breakage warning there on the caution warning panel. We're going to run a walkthrough test that's just going to take a little bit of time to initialize the sink, the sink, it's not sinking, it's not sinking. 500 System test, okay. the test is complete, we are actually going to inhibit TS initially in the output OB.

We have significant high ground here on the exit runway and we don't want any warnings to appear here during the initial stages of the climb, so we'll inhibit TS there. On both the gtxi and the main aircraft systems, just center the heading error here as well now that we are lined up on the runway, so the TS test is complete. In terms of fuel, there are still about 70 American weapons in each. main tank and now we have automatically switched to the left tank here during taxi, the automatic fuel selector once again, which is set to Auto, the auxiliary boost pump is set to Auto, the flaps will take them to the takeoff position like It's a fairly short run from Milford Sound and we're signaling takeoff.

Peter Heats can continue with deicing systems. We can leave everything else as such. For now we will leave the inertial separator there as well in the advisory panel shown. parking brake and inertial separator, which we currently expect to see the engine instruments are checked once again for the flight controls, are full and free, it is me to once again show below 50 amps on the parking brake of the drawer, it is removed, we simply hold down the plane is on the brakes and the handbrake warning is now extended. The road lights are selected. We'll take the landing lights in the taxi.

The light can be turned off on the H side showing a heading of around 280° and the same on the compass 290. for the runway direction and once again the heading error is aligned with the altimeter, we have q116 an elevation of 20 feet, just set the standby altimeter there as well and again it shows the same heading there on the standby HSI, the altitude selector again selects flight level 130. Actually, we are going to St in q& for today's flight, so which at 13,000 feet and with a preselected climb rate there, the FS or 1500 weather radar may switch to the on position, we may encounter some weather en route.

The transponder can go to off The landing lights are selected when the ignition is turned on they are set to automatic the interior lights are set the handbrake is released the taxi light is off on the dashboard only the inertial separator again waiting to see that , so now we are ready for takeoff again. they're going to keep the airplane on the brakes with a fairly short takeoff roll available from Milford Sound, they go up to 100% torque and they just feed the power lever here slowly to do it, so that you can hear the automatic shift there on the fuel tanks, so feeding on the right nice sounds in the plane, overall, let's say 100% on the torque temps and pressure, looking good on the brakes and a little bit of right Ruder here to keep the plane straight ahead, we've got a little bit There's a little bit of a crosswind there, the plane is very controllable with the rudder, which is nice to see just going up through 60 knots and back to the oak, just going up through 80, climbing very right up to 100 knots, we'll hit the brakes, upshift and Immediately here, as usual, three MILFs for the sound will begin an upward turn to the right to avoid the terrain off the nose, lifting the nose making sure to maintain speed there in the wi AR until we retract the flaps, we just wait until we get there. up to 500 ft h oh there 500 speed is good we'll retract the flaps lowering the nose there we'll just start sinking as we do that and the flaps are indicating up so now we're good in terms of speed we'll fly the white AR for now 120 knots during the climb, we simply piloted the plane manually until we came around the corner out of the valley.

From then on we can use the autopilot alone to get a little clearer idea of ​​the manual driving characteristics. of the tbm850, so the post-takeoff checks. The advisory panel is verified. The team is up. The lights are off. The flaps are up. We'll leave the power setting for now, so at 100% torque we want to keep it below 850, it's currently showing 812 and Again, we'll just wait for the autopilot heading error. The mistake is still good. We have 13,000,000 feet pre-selected and as you can see on the map we have terrain to the east of us that depends on around 8,300 feet on the Bor, so we will continue the climb here towards the coast, once we are above 8,300 we will return to take a reciprocal course to continue towards Queenstown VR, the plane is well trimmed, now the pitch is around 14° without climb we are doing about 130 knots during the climb the tbm850 is definitely a real artist in general we will focus the heading error and we will get rid of inhibition now also on whiskey tours contact me 12 we are steadily making our way over the terrain climbing back up to 42,000 feet 8,300 is the magic number we are looking for here today.

As you can see, we have significant train distance on both sides of the plane, but, as always, stunning views as we go. departure from Milford Sound and the end of the day simulation scenario really is the icing on the cake within the Sim, some of the best scenery I've seen in this same really beautiful part of the world, we're definitely going to explore the scenery significantly. More at a later date, up to 52,000 feet we will put the autopilot on light. The director can continue first. We will reach the course. We already have the engine assembled. We'll take the o damper and the master autopilot.

We'll just lower that vertical velocity, we'll do it quite carefully. I find the autopilot to be quite aggressive, as you can see, quite digital in terms of how it actually captures vertical speed. There's VSS plus 1500 which actually makes us accelerate pretty quickly, so we're just going to take a little bit more vertical speed here, we want to get up as fast as we can so we can do that reciprocal turn in terms of our Cline checks, then the stick power is set as needed again keeping the RT down here. 850, we'll actually come back here too now with the propeller according to the manual, we actually want 2000 RPM as a decent cruise path set at 13,000 feet, but just to kill some of the noise and also to hear the range of the sound comes back to around 1750 here on the prop quite surprised too, actually if you don't put the prop back on the tbm850 then the power is set.

Altitude C, you need to set the cruise altitude plus 1,000 feet, we are cruising at 13,000, so we have 14,000 selected, which still gives us a cabin pressure level C altitude that just reached 3,8000 feet, so that now that we have to turn, we will turn right and get to the middle of the bank here as well, otherwise the plane. will reach a full 30° blast, which can be quite aggressive. Copy of St 6000 Victor 000, okay, so we're hitting our reciprocal heading of 120° climbing to 11,500 feet and finishing the last of our climb checks. Camp temperature. It currently shows a quantity of 22°F and the balance, you have about 60 65 US gallons.

Now the tanks are balanced, it is 65 gallons in each main tank on the dicing systems, we can remove the inertial separator. The temperature remains at q& again for today's flight. so we have a 1016 question on both sides, the chamber pressurization is checked, we just got to about 5.5 Delta Psi there in the cockpit again, not expecting to see that climb today with a cruise altitude of 13,000 feet. The landing lights are off and that's the climb, check that it's complete, so we approach 13,000 and we wait here until we see the CDI bar come into the radial, you can see they are following our flight plan path on the moment about to pass over Milford Sound and currently.

We're at about 200 knots above the ground, which will obviously increase as we accelerate in the level segment, so we'll leave the torque as is, apparently you can actually keep the torque well above 100% for cruising, which which seems a bit contradictory to me, but that's out of the manual, we're looking for around 112%. I think it's for torque at cruise again, just to make sure we keep the ittt under 850 and we're currently keeping 805 once again. Absolutely beautiful views here as Now you cross the mountains towards Queenstown and you have a really stunning view from that wing of the tbm850.

This type of flying in the Sim, I really think you will agree, it

doesn

't get any

better

than this, it's really excellent. Overall, beautiful scenery, beautiful planes, overall a very rich and deep experience, so of course it's really nice to see it from Black Square once again. Prod 292 k terminal 2 is still going towards the V. Currently we will pick up the radio. Track that momentarily and then we'll get into navigation. We used GPS for most of the flight here, so we will once again pass over Milford Sound and then continue towards Queenstown V. We head north towards Mount Mary and level off, we are now doing about 200 knots in the cruise, a very nice cruising speed also from the plane and as we expected the flight level is 130 or 13,000 feet which keeps us here just above the cloud cover and the weather is low.

In the south it's actually quite nice, in the north the weather forecast is not looking very good, anticipating that there will also be icing ahead, so we will stay out here out of the clouds as long as we can. We are about to listen to that radio now heading towards Queenstown. and in terms of our fuel status, you can see that they are slightly lower now on the right tank, we are currently fueling from the right, but we have the system set to Auto, so the aircraft should automatically switch between the two tanks as we move forward. with Victor Whiskey, we're going from Uput track director Bat Sierra Charlie showing 37 miles to run towards Queenstown in terms of our descent profile later, we'll just discuss that now we're going to enjoy the outside views during planning the cruise. a descent rate initially of at least 1000 feet per minute so obviously it will take us around 30 minutes, actually closer to 11 with the elevation at Mount Cook in terms of our descent and we have cruising speed here about 260 5 knots currently, that's about 4 miles per minute, so 11 minutes 4 miles, we need about 44 miles for the descent, that's what we'll plan for later,obviously we'll descend just a touch early, we can refine things as we go.

Moving on to that radial we can start tracking towards Queenstown and as with all Black Square aircraft it is very pleasing to see that Black Square have modeled quite delicately in terms of the radio navigation modeling of the aircraft. You'll see the needles drift, you'll lose signal behind terrain, things of that nature, so following B now towards the radio we switch to GPS navigation and we're still slightly to the left of our tracking plan there, so we keep the direction for now. We have quite a few options in terms of navigation, we have GPS V as you just saw and again, as usual with the Black Square aircraft, we also have the Rav unit, we won't be using that today. but for those who are interested, I used the unit with my review of the black Square Bonanza, so feel free to watch the video again, you can hear the flip-flop between the car's fuel tanks, switch and restart. the left the left tank is now the fuller of the two tanks it is very difficult not to continue observing the landscape here this is one of the most beautiful landscapes in the SIM Center ambulance 399 exit 399 we are going to have to start looking for other places.

I know I've given New Zealand some good coverage here just now, but I couldn't pass up the opportunity to see the end-of-day simulation scenarios. They really are excellent, so continue with our plan course we are going to. navigation and as mentioned it's really worth keeping half bank mode here during the cruise otherwise the plane will climb up to 30° which is unnecessarily aggressive for an intercept so we'll just arrive here on course planned. For cruise checks, power is set as needed. Engine instruments are checked. Fuel quantities are checked to balance the deing systems. They are all configured as needed.

We may need some of deing's systems here. As we make our way through the cloud tops, we'll see how. come on, the inertial separator is again deactivated and no ignition is required, that is, the cruise check is complete and well established now on the radial, simply center the heading error and again maintain around 210 knots indicated here in the cruise that is giving us today's forward speed of about 270 knots we have about n knots but most of it is cross wing component so we will continue following here M towards Queenstown and then turn north while we discuss that the weather unfortunately It will deteriorate a little.

A little bit here as we move towards Mount Cook, but that said, of course, there should be some pretty interesting conditions ahead for the approach to base 9 9 After Time 09 up to about 72, before Victor 4 ex traffic now 10 thousand to Southeast UniFi back north North thousand east of OK, so welcome back to the cockpit of the black Square tbm850. As you can see, we are now quite deeply embedded here in the cloud layer and have just reached our upper descent point at about 20 M. We are currently running towards Mount Mary D for the aircraft to initially climb, we can descend to an altitude of 9,000 feet and glide again with a vertical speed here of -1,000 feet per minute and, as before, the plane is quite steep in terms of its capture speed and vertical says that V minus 1000 will abandon the power configuration as it is for now .

Pick up some speed here on The Descent, let's analyze we're about 50 mph off At Mount Mary, we got another 25 miles later towards Mount Cook, that's about 35 miles to run, we're probably a little high profile, but we can hone in on that entry once we get over the water in terms of the descent profile. For now, we will maintain 9,000 feet. If we move away from the terrain, once we are within 60 miles of Mount Mary, we can descend to 8,100 feet and then we will have to hold it until we become visual again and plan to cross the lake and probably have to dodge some range TOS here while we As we approach, there are a lot of breaks in the cloud, so we should be able to punch a hole in the weather and head towards Mount Cook in terms of The Descent checks the altitude again. q& 1016 we have that set on both sides C Al looking for field elevation plus 500 feet M cook at 200,100 feet so 2,600 again we'll set things up at sea level the pulse lights will come on so the landing lights come on and set in pulse You can see that they are alternating in terms of thaw.

Now, as we go through the cloud layer, we have prop di I currently on, the same for the left and right windshield. We will take the inertial separator. Here also the airflow distributor is set as no ignition is required and the fuel quantities now we are at around 50 Gano in the left tank approximately 45 in the right currently feeding from the left tank and the automatic fuel selector as We are with the fullest tank we will leave it as it is, Master, caution, that is for the inertial separator, we will simply cancel that and again we will gain some speed here as we descend, reaching around 230 knots, which gives us the forward speed now around 265 and in terms of now our distance to Mount Mar we are across 60 Mi so as discussed we can send up to 8,100 feet and we will leave ourselves at vs - 1,000 for now approaching 10,000 once Plus, we have the landing lights on, we're fine. terms of our speed of 250 knots on GPS right now we will actually just return to course 399 C clear nature Flight plan climb modified flight level 24 now we will turn over the water actually a slight change of plan here we have a break in the clouds , so we headed towards that.

I was planning to enter over the water. We can descend 30,100 feet there knowing we are clear of any terrain, but since we have a visual breaker in the clouds, we'll take the opportunity. here to avoid the weather as best we can, so we head out a little further to the right here on the heading approaching 10,000,000 and like I said, we'll just have to pick our way through the weather, hopefully we'll have a let's head back northwest. In terms of the Mount Cook forecast, the wind is blowing from the south-east, so we plan to go over the course and will make a small downwind left turn back to the track.

Jack direct ambulance. Take a little break, it will be easy to fly things manually here, so we'll take out the autopilot and begin our turn to the northwest. Just bring the heading error this way, you can also see the return towards the lake that ID terminal 94 Continue to 6000 on the right. I can give you a short hint if you wish so that the descent checks are complete. We'll go over some of the pre-landing checks here while we have a moment. The camera lights are set to Alors. are marked, the decision height is not required, we will inhibit the course system once again, obviously it is not ideal in this part of the world, but we are going to have some pretty significant terrain on the approach that will almost certainly give us a warning of tour, so we'll just get rid of things now to avoid distraction during approach so that TOS inhibits both the plane and the gtxi.

Fuel quantities have been reduced to around 45 gallons in each tank, the tanks are now balanced, reaching 6,000. Then we'll make sure the plane keeps going down. The initial separator is activated and we will keep the checklist for now. The next element is to bring the propeller to maximum advance. We can also take the train below 178 knots currently. Doing about 200 40 knots and visually keeping the Hotel again on the departure report, you can see that by simply using the blue descent arc on the gtxi we are going to level off at 3600 feet just before the airfield, which is exactly what we want.

We'll go down to 3,100 feet as we pass over the AER drone and that will also give us a little bit of room to maneuver in terms of decelerating the plane, so up to 5,000 we'll hug the side of the valley here. Just to make sure we stay out of that band of showers and stay visual here for the approach. Victor Hotel reported traffic issues continuing to approach 4600 feet quickly, so another 000 feet now here at The Descent and we're just going through a bit of rain while we're at it. So we're not visual with the field yet, but we're visual with the general area of ​​the runway that's right next to the nose, so now we'll go down to 3,100 feet again, which will put us at 1,000 above an elevation that It is currently on the dead side.

Hotel compa Centro 2 4 decimal 1 little by little we will begin to turn the power back on and now we will begin to reduce that speed there, on the track right next to our 11:00, so very visually we will do a lap here in the valley of our 1 :00 position again we will have to hug the hills and it looks like we have a little bit of rain just above the field, so now going back to the power lever we will start to reduce that speed and get into gear. once we get above 178 knots, as we lose airplane power, it's definitely going to get a little bit heavier here at Pitch, now we're just going to do a visual turn, it says 180, we're going to lower the gear and pass over to get closer. flapping and we're going to have to make a pretty sharp turn here and when we turn the corner, as I say, we'll just hug the side of the hills, give ourselves a decent amount of room to maneuver and that should give us a reasonable amount of distance in as well.

Final, so for the last of the P checks, the prop lever is placed across a beautiful nose landing gear, we have three greens just holding the flaps. The landing lights are selected in the water, the pilot has disengaged and we take the next flap stage here at 122 knots, so now inside the white arc, go to the landing flap and again let that speed reduce to 3100 feet, continue here around the corner through weather traffic, turn onto runway 03, left loop and a bit. It's hard to tell here in the murky conditions, but the runway right next to the nose makes a little curve here towards the runway just to avoid those B hills, they say we've got a pretty significant crosswind here as well, 500 that's pulling.

We're heading southwest, let's check that 500 80 knots is good for now speed wise and the plane needs a little adjustment here to maintain pitch. That speed is good, although we are a little very happy that we are going to be able to. To correct that, I just go back to the profile and you can see that the wind is really blowing us through some pretty nasty conditions here as we approach the Mount Qui track. I'm doing an interesting little zoom though, so all the way back to Idol now in power. I've noticed that the tbm850 likes to float, so upon reaching Full Beat range, we slow the plane down and apply the brakes, exit to the right and take the first exit here on the right.

It's a very short taxi for us and since we're essentially a single pilot and heading towards the apron, we'll just do the post-landing checks until we park the plane, we'll go and park here, right outside the terminal building, so sure . left, same there, right, I think we snuck in just in time, in terms of the weather conditions the rain is definitely moving in as it was a really fun little approach though again a really nice little challenge on the plane, so we'll take the brakes. partial brake for offline systems check again the defrost systems by simply canceling the master warning there for the parking brake we can remove them and again by simply canceling the master caution so that the dicing systems are off Neal separator is off , it will bleed the air and take off and the same for the air conditioning and fan flow, when the radar is disabled the flaps activate waiting for them to activate, in the meantime we turn off the landing lights, we remove the pulse setting there too so that the flaps are up.

The lights are off. We leave the stop lights on here until we turn off the engine. The oxygen supply is turned off for shutdown and safety checks. The torque brake is set. The taxi light is off. Air bleed is out. Cabin differential pressure. We are showing B depressurized the flow is off the air conditioning is off po lever we have been idle for 1 minute all the gyro instruments can be disengaged and the same there also for the ephis master what p and trim Master is selected the same therealso for the radio Master prop will take you to the boom position and as with most airplanes on the S you must specifically drag the prop to the boom position.

You can't do it with a shaft, at least not in the configuration I'm using, so let's leave the propeller in the boom position for 15 seconds, we'll just wait here too for the engine parameters to stabilize, which they now have so that the condition lever can go to the cut-off position and we have a good run there in the engine, the auxiliary impulse. The pump may turn off. The fuel selector is set back to manual by simply canceling the main caution and the main warning neral separator is selected from the tank selector. We just need to pull it out and we'll select it to the off position.

The exterior lights will turn on. We'll remove the stobe lights, leave the navigation lights on, ignition off is selected, the generator selector is left on the main bitter selector, off is selected and lastly the shock lever can go down and that's the list full safety check here on the ground in a really quite wet Mount Cook way, so there you have it guys. I hope you enjoyed the flight as

much

as I did exploring the absolutely beautiful New Zealand landscape on the Black Square tbm850, as usual. To finish this review, I'll give you a breakdown of what I think of the plugin.

We'll break the plane down into some positives and negatives and hopefully help you decide whether or not the TBM is the right fit for you. Let's start with texturing and external modeling. I really do not know. I have some complaints with the tbm850. The modeling is done to a really good standard and again I really like the fact that you can see that custom modeled Pratton Whitney pt6 which is a nice touch. The same goes for texture. The plane is quite impeccable. Externally pleasant. high resolution textures as well, so again, not too many defaults internally, the same is generally true, certainly the modeling of the plane is very nice and the textures again, very sharp, very clear, very high resolution textures resolution.

I will say that the art style of the internal textures is NOT my personal cup of tea. I'd say the cockpit has that slightly more painted texture effect rather than looking completely photorealistic, which really comes down to personal preference, although I know some people have this kind of style. I guess maybe just a little more wear around the cockpit could also help give the plane a more photorealistic look. It's probably worth mentioning the gauges too as they seem to be a Black Square specialty but as usual the gauge is made to a very good standard very smooth in operation very clear very easy to read and the TBM is a great option within the Sim.

It is good now to have an analogue version of the aircraft in terms of the flight model of the aircraft. A little more complicated for me. I definitely haven't flown a TB M airplane in the real world. I have also never flown a turboprop airplane. It appears that the turboprop modeling has been significantly improved over the default turboprop simulation within the Sim. you can hot start the engine, you can also talk openly about the engine, there is a good torque limiting feature that is implemented and modeled as I mentioned earlier during the video, according to Black Square the TBM is modeled to within 2% of the performance from the real world. data for takeoff, climb and cruise.

I think the plane currently falls a little short in terms of landing performance due to the way the Sim models have beta range, but Black Square has said they will look to address that performance. problem with a later update either way obviously the plane hits the numbers pretty well so in terms of performance obviously this is a pretty accurate simulation of the tbm850 in terms of how the plane actually feels when flying. I'd say it's generally on par. With the default TBM 930, there are certainly some caveats to the fact that the rudder response feels

much

better

than with the default aircraft.

You will notice more torque effects from the engine. The airplane also seems to behave a little more reasonably at the extremes of the flight envelope. the tbm850 is also a little heavier in roll, quite light, although in Pitch the plane exhibits some of that standard Microsoft flight simulator behavior. It is quite light and responds quite well to the controls. The TBM850 also uses the most up-to-date Microsoft Flight Simulator modeling techniques. Therefore, we have CFD modeling of the aircraft with a general propeller physics model, as this is a stand-alone aircraft, which has given Black Square the opportunity to refine the flight model significantly more than We have seen with some of the Steam review series in summary.

I like how the plane flew overall, it certainly felt good during takeoff. It's quite easy to fly by hand, a little floaty, perhaps during landing, but again I think that will be fixed at a later date, but it's certainly very easy to land. It's easy to get the numbers down with a nice soft landing, like I say, comparable to the default TBM 930 in terms of feel on the controls, but here you get a much more precise airplane in terms of hitting the performance numbers in terms of the feel of the controls. regarding the modeling of systems in the aircraft.

I really can. I don't find too many default systems. Systems modeling is certainly one of the main strengths of Black Square and its simulations, the aircraft is modeled with incredible depth and I think unless you are a qualified TBM pilot in the real world there is certainly accuracy and fidelity more than enough with the plugin to keep most simmers very happy, in fact all of the aircraft's systems are modeled in depth as discussed, including for example the electrical system, associated circuit breakers, As always with Black Square products, also a comprehensive fault modeling that can be accessed by the onboard weather radar can program specific faults as mentioned above, there are over 100 available; otherwise you can set the aircraft for random failures with the ability to also set the time between a failure and engine wear is also modeled and again through in the menu you can also repair any failure, repair the engine and many systems They also show status saving so it really makes the aircraft feel a lot more realistic and a lot more alive, not everything is covered by status saving, that would be nice to see. a wider range of systems covered.

My personal preference is always for all aircraft systems to be covered that way. When you return to the aircraft, it really feels like you're picking up where you left off, like I already did. As mentioned, not only are typical aircraft systems modeled, but you also have, for example, foreign object damage modeling based on the current type of surface you are working on or taking off and you will need to use the inertial separator to counteract that. and similarly, even the warm up time of the CRT is variable depending on the current ambient conditions, the current cabin temperature, so there's a really great level of depth and some features that I don't remember seeing on any other product before. .

One last point on the systems, you get multiple avionics configuration options, i.e. you can switch between a traditional radio stack, only there is also integration with the gns 530 and gtn 750. It's worth noting that as always , the unit featured in today's video was the TGs gtn a series of selectors within the cockpit in terms of the sounds of the aircraft, overall very good, obviously one One of the weaker aspects of the product, as mentioned, is that the tbm850 uses the default sounds of the TBM 930. Personally , I think the TBM 930's default sounds are pretty decent, so I don't think it holds the product back too much.

I had a good feeling during the external shots in the video and the plane certainly has a lot of sounds customized for the tbm850, particularly internally, so overall you feel much more immersed, it's a much more complete set of sounds than the that you see on a default plane. As far as documentation goes the product is very good, as always, from Black Square you get a very detailed manual that discusses the aircraft systems and the operation of the aircraft as well as a complete set of checklists in both the manual as in the Sim, which is always excellent.

In terms of additional product features, let's call them, I would say it is one of the slightly weaker areas of the tbm850 overall. It's really nice to have the engine bay modeled, but I was quite surprised to see that there were no shims or ties. There were no covers. I had a look at the manual, didn't see any options there so I don't think I've missed anything and similarly the best I could tell is that there's no chance to delete the pilot models which I always like as an option There is also no option to display the pilot models internally and there are no visible passenger models, obviously neither of these are essential features, but given the overall level of quality of the add-on, I think those kinds of additions would top off the tbm850 very well overall. as far as the FPS of the plane goes.

I got around 80 FPS with the tbm850, this is around 120 with the default caeser 152 under the same conditions, so you will certainly receive a bit of FPS with the product, but that is to be expected with a plane of this depth and fidelity All in all visually, once again I think Black Square have brought us an absolutely excellent product for Microsoft's light simulator and the tbm850 certainly builds on all the brilliant work they have done on Sim to date. has quickly become one of my favorite add-on developers for the Sim to date, they really haven't messed up and it's really nice to see their first standalone plane, certainly if you're the type of fan who gets a lot more into the game. depth of their add-on systems, then the TBM and indeed the entire black range is a great option for the Sim.

The tbm850 is a very fun airplane to fly and operate. It's nice to have something a little more unusual too, maybe on the Sim, the plane is very capable, has a nice high cruising speed, can apparently take off and land at most airports and is therefore a Very nice long range GA cruiser within the Sim. What you get here is certainly a drastic step up from the default TBM 930 and I also personally prefer the 850's analog meters over the 930's Garmin units anyway, ladies and gentlemen, once again. I hope you enjoyed the video, if you did please consider giving it a like and if you want to see more content. of the channel then consider subscribing as well if you really want to help support the channel further you can do so by becoming a channel member or patron.

Links to both are in the video description below. Thank you so much. Once again, simply to Flight for allowing us to take a look at the black

square

tbm850 and finishing Za's simulations for allowing us to take a look at both his Milford sound and the landscapes of Mount Cook. Overall, I'm sure you'll agree that this combination. made for an absolutely epic outing inside the Microsoft flight simulator just before we left, as always a big thank you to my channel members and sponsors for all their support. I appreciate it very much and I hope all of you are having a great day.

Wherever you are, take good care of yourself and I will see you all soon.