Styggron,
Just to explain a bit, because from our point of view this last nine months of development has been all about brand new developments and code.
The COTS 377 was built on the first version of Accu-Sim. Version two started with the Spitfire, which was a shared code base that allowed us to keep adding airplanes and building the technology. With the Cessna 172 release, we split this v2 technology again. So there are three branches of Accu-Sim:
1. COTS (4-engine prop)
2. Warbirds (large single piston warbirds)
3. GA (smaller single piston GA)
Before developing the T-6, we discussed what branch would be best to build it with - Warbirds or GA. We decided to use Warbirds, and much of the T-6 development was bringing over newer technology from GA into the Warbirds. Once the T-6 came out, all other Warbirds benefited from all the new tech. This was a huge move forward for us.
The Connie was built by splitting the COTS engine (now we have a 377 and Connie branch). This means any improvements in the Connie that we decide can / should be in the 377 will have to be manually moved over to the 377 branch. Needless to say, for COTS with the plethoria of airtificial intelligence going on, this is like brain surgery. It is a very slow process that once complete, requiring about 2x the beta testing of other projects. The new technology in the Connie includes:
- New fuel delivery system. You can now make primer only engine starts with the mixture off. If you were to leave the primer on after the engine starts, then move the auto mixture to RICH, if you wait long enough, the engine will slow and eventually quit due to being flooded. This is because of all the physics in this system
- Slow speed engine behavior. This was necessary to allow for proper in-flight engine restarts.
- Electric prop. This was a new system that doesn't exist in FSX, we build that allows the prop to be manipulated even with the engine off. This was necessary for proper starts and feathering behavior, plus it's cool to see that still prop move
- Dual speed supercharger. This was the first tech we built for the Connie, which means you can move individual engines into high or low blower, and you get the proper fuel efficiency changes (low blower is more efficient) and power at all altitudes.
- Historic Sperry III autopilot. This is one of the first autopilots ever made and we don't know of a single working example in existence today. We contacted all existing autopilot manufacturers to get some answers without success. It turned out a 90 year old veteran pilot who volunteers in our local air museum was critical in answering some questions about how this works. This is an autopilot unlike anything that has ever been made for a flight sim. Very very manual.
- Persistent differences in both gauges and systems. You will notice on this Connie there are many differences between each of the engines. This is normal and makes for a more challenging experience as you have to literally interpret 4 engines all with different readings. These changes are unique and no two airplanes are the same
- T-6 FM changes. This is from our latest developments with the T-6 worked into the Connie, and makes for an even more fluid feel in the air
- New slip and ball code (fairly large amount of code for this one instrument).
- 3rd party GPS support
- Re-trained the crew to work a new airplane. This is where most of the beta testing was spent, helping to improve the artificial intelligence of the crew one in a different environment
- Brand new 4 engine sound design system
The last one for me, being a sound engineer at heart, is my personal favorite (and that was a painful process to get right). Nowhere, anywhere, is there a 4 engine prop airplane that sounds and behaves like the Connie. You can actually hear the reverberant drone in the cabin as you add power, thanks to some very cool convolution reverb technology. It actually allowed us to sample and re-create complex spaces with incredible accuracy. I've been flying this for months and every time I move those throttles, it's an experience just like a actual large multi piston. Also, no more hearing engines idling on final, rather they are high speed and low power, and just as you cross the threshold, they start to drop just like the real airplane
All of the above and a lot of stuff I can't remember atm, made this project go about 3 months over schedule. I hope this helps to explain how things work under the hood too in our products a bit more.
Scott.
A2A Simulations Inc.