Ok…? I’ll take it.
Let’s load it up with gadgets!
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OMG! Brilliant!
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So many delicious potentiometers!
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Rotary encoders, all of them… 
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Paah, 3 wired encoders?! What magic is this!
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Do you mean 3 encoders or 3 wire?
I’m not using the push function, so I’m leaving those two wires out. Just using the rotation.
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Contemplating which lever should be propeller and mixture…
Like this?
Or this?
Or maybe even like this…?
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Option 3 for me … it keeps my minor OCD in check😉 also keeps the engines grouped together
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I propose a fourth… Red-Blue-Red-Blue.
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It does. Makes it a bit easier to use one side for single engine aircraft.
Sorry, but absolutely not. 
That would be too messy in VR. 
Also, I want to be able to set the Prop RPM together. The Mixture isn’t crtical and can be adjusted per engine, but the Props are set together with throttle and I want to be able to set them in sync.
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OMFG, absolutely masterful.
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Technical perfection …
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Only problem would be following MEP \SOP. Increase power levers right to left. Decrease power levers left to right. This set up will wreck the left engine every power change.
Well… Yes, if your throttle quadrant is set up that way. As you can see, the throttle levers are forward of the prop RPM and mixture levers, in this cockpit. It’s more of a german design
And instead of thinking of it as going left or right, I think “don’t over torque (boost, load, etc.)” the engine
I agree that it is common to group the levers as mixture and RPM, but since I also use these levers for simulating single engine aircraft, grouping the levers in engines, has the benefit of making it easier to find when using VR goggles.
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Beautiful work Troll! It’s awesome to see how well your projects come together, thank you for sharing them with us.
That’s a lot better way to think about it. Too many pilots get into habits and rote procedures that turn into cockpit rituals which don’t always correlate to every given circumstance.
Off Topic
I flew with a friend a few months ago in a piston single that was glued to his MP gauge the entire flight, flying the arrival/pattern/approach he kept saying things like:
“Okay, 19” here… Now as a I turn I bring it back to 18… When the gear goes down I pull it back to 16…"
At one point he turned to me and asked: “What manifold pressure setting do you run at this point?”
To which I replied: “I have no idea, because it depends so much on landing weight and other factors. I fly at a given airspeed, and set power accordingly. The only rule I really try to observe is not pulling it back more than 1”/minute to avoid shock cooling (a whole 'nother debate!)."
My point is that all these little ‘rules’ that our instructors teach us are fine for when we’re learning the aircraft and overwhelmed by it all, but after a while it’s good to grow beyond the rote. In other words, when you’re screaming down the GS because the power setting you always run isn’t working out today, something needs to change. I’m not as articulate I I’d like to be, but you probably get my point…
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Just like the ”power for altitude, pitch for speed”.
That’s a great way to teach a student how things work, and the importance of adding power when pitching up, reducing when pitching down.
But once you get the hang of it, you just fly the plane… Do what you need to keep the needles in the green and a healthy margin on speed.
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