I just got this and am checking it out. It looks nice an all..But the flight dynamics maybe suspect.These are the numbers I have and they don't seem to apply with this aircraft.1. Cruise Flight : 23"MP 2400RPM at straight and level trim, it should yield 150mph (i.e. miles per hr not Kts)2. Slow Cruise: 21"MP 2400RPM at straight and level trim should yield 135mph (not kts)3. on Approach just after passing IAF Saying straight and level: 14"mp, 10deg flaps, 105mph (blue line).4. when the GS reaches half a bar width on the center, drop gear. It should descend and maintain the GS. (So all it requires is dropping the gear to initiate a descend on the GS and stay there).I am not able to achieve these flight dynamics. Manny

If What I stated there was wrong, can anyone give me the numbers for Cruise flight, Slow Cruse, Approach and ILS descend? ILS are meant to be flown by numbers.AnyoneManny

Cruise Flight what do you want to know speed? 140 indicated knots, probably a little more that that!Slow Cruise what do you want to know about this dont understand!APP and ils will be the same normally I do it blue line

Cruise Flight what do you want to know speed? 140 indicated knots, probably a little more that that!Slow Cruise what do you want to know about this dont understand!APP and ils will be the same normally I do it blue line

I agree with the first part of this. However sometimes it is important to fly the approach at 120 to 140 knots depending on where it is. For instance I have landed a Seneca I at KSEA in real life. It was hilarious because I was asked if KSEA was really my destination about 10 times. For that approach, which was visual btw, we had to fly 140 to keep the proper spacing between us and the two Alaska Airlines 737's on approach to 34L (now is 34C).

I agree with the first part of this. However sometimes it is important to fly the approach at 120 to 140 knots depending on where it is. For instance I have landed a Seneca I at KSEA in real life. It was hilarious because I was asked if KSEA was really my destination about 10 times. For that approach, which was visual btw, we had to fly 140 to keep the proper spacing between us and the two Alaska Airlines 737's on approach to 34L (now is 34C).

ok yes I did that once, but its not a normal app.. Your out of performance thats a high speed app but normally its what ive told

I am talking about numbers like this one for Piper Arrow. Folks who have the Piper Arrow can check against this to see if the aircraft flies by these numbers or not! If it does, it has a good flight model. If not, its only eye candy. The numbers I posted earlier is for Seneca I which I used for my Instrument training. I know Seneca II is a Turbo charged. But at low altitude, those numbers should be close to Seneca I, I would think. if not I'd like to get these numbers for the Seneca II.Knowing these numbers for your aircraft helps you in flying precisely like a pro without fumbling with your throttles and pitch (trial and error) every time. Age old axiom of Instrument Flight: "ATTITUDE + POWER = PERFORMANCE"