[jhb] Re: Getting too real
- From: F FISHER <ffisher991@xxxxxxxxxxxxxx>
- To: jhb@xxxxxxxxxxxxx
- Date: Wed, 29 Jul 2009 15:24:50 +0000 (GMT)
Gerry
Agree there, but does not happen in FS (if you do not stamp on the brakes on a
fast idle, that is). But constantly braking either Left/Right, and playing with
the throttles is the hard bit in FS, the BE58 is easy to control just on the
two throttles.
BTW Saitek have brought out another bolton, a complete radio stack, US$149.00,
now that is more interesting than the switch panel and gauge.
Just rumaging through my money box and down the sofa for the pennies.
Frank F
________________________________
From: Gerry Winskill <gwinsk@xxxxxxx>
To: jhb@xxxxxxxxxxxxx
Sent: Wednesday, 29 July, 2009 2:01:33 PM
Subject: [jhb] Re: Getting too real
But "braking with care" is part of the test. Even some of the tricycle
undercart light aircraft will groundloop, without the "care" bit.
Gerry Winskill
F FISHER wrote:
> Thanks
> I thought it was me, using reverse thrust seems to be a bit drastic though,
>and with diff brakes, even braking in a straight line has to be done with care
>(should use the keyboard brake there I suppose, that should keep it straight)
> Frank F
>
> ------------------------------------------------------------------------
> *From:* Fossil <fossil@xxxxxxx>
> *To:* jhb@xxxxxxxxxxxxx
> *Sent:* Tuesday, 28 July, 2009 8:00:15 PM
> *Subject:* [jhb] Re: Getting too real
>
> You can’t keep any turboprop down to reasonable taxi speed because they all
> produce too much thrust at flight idle. In real life you have to decide
> whether to use brakes all the time (expensive) or let speed build up to fast
> taxi and then pull the levers into the beta range – you are working at this
> all the time.
>
>
> I was allowed to taxi a Commander 690 once and it fairly leapt off the blocks
> when brakes were released. You constantly had to use reverse thrust to slow
> it down.
>
>
> bones
>
> bones@xxxxxxx <mailto:bones@xxxxxxx>
>
>
> *From:* jhb-bounce@xxxxxxxxxxxxx [mailto:jhb-bounce@xxxxxxxxxxxxx] *On Behalf
> Of *F FISHER
> *Sent:* 28 July 2009 19:30
> *To:* jhb@xxxxxxxxxxxxx
> *Subject:* [jhb] Re: Getting too real
>
>
> For normal ops you should taxi with the RPM and Mixture levers fully forward
> and just use throttle for speed control (steering also in twins). On take off
> you apply the throttle to the book values
>
>
> Thanks Bones
>
>
> That is roughly what I have been doing with the C172. But not known about
> adjusting rpm and mix during the climb, but the C172 is a fixed prop anyway.
>
>
> One other problem I have to sort, the high taxi speed of the Beech 350,
> basically stop/go to keep down to a reasonable steerage speed. Tried with
> different rpm and mix settings, to no avail. Even adjusting the control
> sensitivity. Left alone it becomes uncontrollable.
>
>
> Frank F
>
>
> ------------------------------------------------------------------------
>
> *From:* Fossil <fossil@xxxxxxx>
> *To:* jhb@xxxxxxxxxxxxx
> *Sent:* Tuesday, 28 July, 2009 6:43:46 PM
> *Subject:* [jhb] Re: Getting too real
>
> I can only give general values as there are always exceptions. For example
> you can’t leave mixture at 100% for taxy or take off from high altitude
> airports because the engine will be too rich and you have to lean for max
> power.
>
>
> For normal ops you should taxi with the RPM and Mixture levers fully forward
> and just use throttle for speed control (steering also in twins). On take off
> you apply the throttle to the book values – this may be full throttle but on
> turbocharged engines you may have an MP limit. Once established in the climb
> you reduce power, rpm and mixture to climb values (in the Aztec this was
> 24”/2400 and 16gph). As you climb the air will get thinner and MP will drop
> so you need to check this every 1000ft and increase throttle as required to
> keep the MP up. Eventually you will be back at full throttle and from that
> point on further climb will see the MP fall off.
>
>
> Once in the cruise you reduce power, RPM and mixture to published cruise
> figures. Again in the Aztec this was 22”/2200 and 10gph. For a gradual
> descent we never touched any levers as the CSU keeps RPM adjusted
> automatically. However, if descending from high altitude you need to watch
> mixture as this will get weaker as you descend. If you touch the power at all
> during the descent you need to set mixture and RPM before touching the
> throttle. As you approach the airfield you should have mixture back up to max
> and throttle/RPM at approach settings. During the approach the RPM should be
> increased to maximum so that if you have to go around you can apply full
> throttle without hurting the engine.
>
>
> bones
>
> bones@xxxxxxx <mailto:bones@xxxxxxx>
>
>
> *From:* jhb-bounce@xxxxxxxxxxxxx [mailto:jhb-bounce@xxxxxxxxxxxxx] *On Behalf
> Of *F FISHER
> *Sent:* 28 July 2009 17:23
> *To:* jhb@xxxxxxxxxxxxx; jhb@xxxxxxxxxxxxx
> *Subject:* [jhb] Getting too real
>
>
> So have I got it right.
>
>
> For takeoff/climb to cruise
>
>
> All levers full, (pitch fine and mix rich) then reduce power to set climb
> rate.
>
>
> At cruise
>
>
> Set power, then rpm, then mixture, for eco cruise.
>
>
> For descent
>
>
> Set power for descent rate.
>
>
> For landing
>
>
> Leave rpm and mix as set for cruise?, or set levers to full ? ie fine pitch
> and rich. (I have been setting the levers full on)
>
>
> Please correct as needed.
>
>
> Note
>
>
> I find that FSX planes, do not seem to perform as spec, ie I do not get the
> rated speeds and fuel comsumption, dispite numerous tests. In fact, I have
> been playing around with the AC config files to get the performance as
> stated. ( now got the C172 maxing at 140kts, 70% throttle giving the rated
> 100 cruise, hopefully without compromising on the consumption, the B727 needs
> a bit of work too, only get 2/3 thirds the stated range). Will have to have a
> go at the B58 and B350 as well, as the throttle needs to be at 75% min.
>
>
> Frank F
>
>
>
>
>
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