[jhb_airlines] Re: B350

  • From: "Bones" <bones@xxxxxxx>
  • To: <jhb_airlines@xxxxxxxxxxxxx>
  • Date: Wed, 20 Aug 2008 21:33:06 +0100

I know that and I admire the pilots who do things properly. I'm not having a
bash at pilots though and I'm sorry if it came out like that.

What I am trying to say is that FS doesn't differentiate between a good
pilot and a bad one. In other words there isn't a further learning curve to
fly by the book and, sadly, there's no incentive either other than personal
satisfaction that you are doing it correctly.

If the simulation noted the number of times an engine got overtorqued or you
leaned to far back on the mixture in a piston and then failed an engine
another 20 or 50 hours down the line then it would instil a greater respect
for engine management. Not only that but you would feel a greater sense of
satisfaction for doing things right. The limitation is in FS - not with the


-----Original Message-----
From: jhb_airlines-bounce@xxxxxxxxxxxxx
[mailto:jhb_airlines-bounce@xxxxxxxxxxxxx] On Behalf Of tom smith
Sent: 20 August 2008 18:32
To: jhb_airlines@xxxxxxxxxxxxx
Subject: [jhb_airlines] Re: B350

not all fly like that
----- Original Message ----- 
From: "Bones" <bones@xxxxxxx>
To: <jhb_airlines@xxxxxxxxxxxxx>
Sent: Wednesday, August 20, 2008 4:27 AM
Subject: [jhb_airlines] Re: B350

> Descent is just a matter of adjusting the power lever to maintain 250kts 
> on
> the drop. Any descent in a turboprop is planned well in advance because if
> you leave it too late you won't get the height off in time. In FS you 
> can't
> damage engines and so pilots don't learn this finesse - power levers can 
> be
> abused to silly degrees. Because you can slam the power shut and drop like

> a
> brick there's no incentive to do it properly and keep ITT's within
> recommended values.
> The same problem exists with pistons in that many pilots will firewall the
> throttle on take off and leave it there for the rest of the trip. Prop and
> Mixture controls won't be adjusted at all. In FS this does no harm at all
> but in real life you would be looking at $25,000 for a new engine very
> quickly and be rich enough to burn 150lph or more when you could safely be
> flying at 100lph.
> This is the lack of reality in FS. In real life we can't afford to fly
> around with full mixture all the time and we dread overstressing the 
> engine
> for fear of a huge bill from the maintenance organisation. We throttle 
> back
> on take off and bring props back too - and are fastidious in making sure 
> we
> don't get "over square" with these levers. That is to say we make sure the
> manifold pressure isn't greater than prop rpm. For example on the Aztec we
> can bring power back to 22" and 2200rpm for an economical cruise. We could
> also use 22"/2300rpm without worries - but if I set 22"/2100rpm it would
> stress the engine as you are trying to force a lot of power into a draggy
> prop.
> FS is totally impervious to these sort of misuses and this is a pity 
> because
> it stops you from becoming more aware and better pilots.
> bones
> bones@xxxxxxx
> http://woodair.net
> -----Original Message-----
> From: jhb_airlines-bounce@xxxxxxxxxxxxx
> [mailto:jhb_airlines-bounce@xxxxxxxxxxxxx] On Behalf Of F FISHER
> Sent: 19 August 2008 21:21
> To: jhb_airlines@xxxxxxxxxxxxx
> Subject: [jhb_airlines] B350
> Bones
> The info you have been sending for climb and cruise, non for descent.
> Am assuming reverse of climb with power right back.
> Frank F

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