Hello, Long time simmer and previous Avsim member before the unfortunate site nuke a couple of years ago - just getting back into it now under a new moniker.Back in FS9 there was a freeware turbo mod release to the payware Dreamfleet BE36 that allowed that aircraft to be flown as a turbo. Now that I have moved up to FSX a mere six years later, I would like the same type of mod for either the Carenado V35B or BE36, but do not see one available. Thus, I am considering doing one myself (after comparing the turbo mod for the FS9 BE36). Two questions: Is there a turbo mod for either of these FSX payware Bonanzas already out there that I may have missed? If not, is there a good air file editing tutorial somewhere that would give me the knowledge to do this mod myself?Regards,

[piston_engine]turbocharged= 1 //Is it turbocharged? 0=FALSE, 1=TRUEmax_design_mp= 38.0 //Max design manifold pressure, (inHg)min_design_mp= 1.0 //Min design manifold pressure, (inHg)critical_altitude= 10000.0 //Altitude to which the turbocharger will provide max design manifold pressure (feet)max_rated_hp= 325.0Aircraft.cfg file. No need changing anything in the FDE. All my piston engine props have had turbos added for high altitude mountain flying.

Edited February 28, 201214 yr by Barnstormer1

That is excellent info, Barnstormer. Thank you. The only parameter I have a different opinion on (based on my real-world experience in a turbo-normalized Bonaza V35) is the critical altitude - For most turbo Bonanzas, the critical altitude is typically around 20,000 feet, not 10k. I had my Bo up to 21,000 once on a return trip from Denver, Colorado (US) to the Northeast US and I recall losing manifold pressure somewhere between 19 and 20k. In your experience I should modify both the air file and the aircraft.cfg file with these changes, correct? Aircraft mods themselves are new to me so I want to be sure I understand where I will need to place these changes (after backing up first, of course).

That is excellent info, Barnstormer. Thank you.The only parameter I have a different opinion on (based on my real-world experience in a turbo-normalized Bonaza V35) is the critical altitude - For most turbo Bonanzas, the critical altitude is typically around 20,000 feet, not 10k. I had my Bo up to 21,000 once on a return trip from Denver, Colorado (US) to the Northeast US and I recall losing manifold pressure somewhere between 19 and 20k.In your experience I should modify both the air file and the aircraft.cfg file with these changes, correct? Aircraft mods themselves are new to me so I want to be sure I understand where I will need to place these changes (after backing up first, of course).

With FS. the critical altitude doesnt seem to make much of a difference. You can try 21000. I wasnt aware they had pressurized cabins and able to cruise at those kind of altitudes,Service ceiling: 18,500 ft. I have tried many many combinations. No need editing the AIR file. You Will see the difference. Give it a try!! After increasing the throttle you will see, hear and feel the turbo spool up. Most MP pressure gauges only go to 30 psi so it will peg. I have yet to find a gauge with increased MP.

Edited February 28, 201214 yr by Barnstormer1

With FS. it doesnt seem to make much of a difference. I have tried many many combinations. No need editing the AIR file. You Will see the difference. Give it a try!! After increasing the throttle you will see, hear and feel the turbo spool up. Most MP pressure gauges only go to 30 psi so it will peg. I have yet to find a gauge with increased MP.

Will do. When I have it tested I'll report back. Again, thanks.(and sorry about my display name changing here - I am trying to restore my original one. Moving too fast through the forum software without reading closely)

Will do. When I have it tested I'll report back. Again, thanks.(and sorry about my display name changing here - I am trying to restore my original one. Moving too fast through the forum software without reading closely)

Yep...Not a good idea posting your email addy...Spammers!!

[piston_engine]turbocharged= 1 //Is it turbocharged? 0=FALSE, 1=TRUEmax_design_mp= 38.0 //Max design manifold pressure, (inHg)min_design_mp= 1.0 //Min design manifold pressure, (inHg)critical_altitude= 10000.0 //Altitude to which the turbocharger will provide max design manifold pressure (feet)max_rated_hp= 325.0Aircraft.cfg file. No need changing anything in the FDE. All my piston engine props have had turbos added for high altitude mountain flying.

This could be a 'sticky' in the Tips and Tricks forum...

Wow, that's really good to know. I've wanted to do some 'conversions' like this before.

With FS. the critical altitude doesnt seem to make much of a difference. You can try 21000. I wasnt aware they had pressurized cabins and able to cruise at those kind of altitudes,Service ceiling: 18,500 ft.

I missed this comment first time around - sorry for reading too fast. No, the Bo V35 does not have a pressurized cabin. The pilot and passengers instead wear supplemental oxygen above altitudes starting at 12,500ft (the rule actually has a few stipulations on timing and altitudes, who wears it when, etc). In my case I have an o2 canister that drapes over the back of the passenger seat and canulas that attach to one's nostrils. The canulas are rated to 18k feet and above that you are supposed to switch from canulas to full blown face masks that cover both the mouth and nose. The tank lasts about five to seven hours, depending on how many people are drawing from it.The service ceiling of a normally aspirated V35 is between 17,500 and 18,500 (depending on year/engine size), but the Tornado Alley brand turbonormalization modification increases the service ceiling to 20,000 ft.Here's a picture of the instrument panel during that trip. Note the altitude and the manifold pressure at about 2 inches below standard pressure:

Edited March 1, 201214 yr by BeechV35Pilot

Aircraft.cfg file. No need changing anything in the FDE. All my piston engine props have had turbos added for high altitude mountain flying.

Barnstormer, a follow-up: I had a chance last night to make the turbo mod changes and give the Carendo Bonanza a test flight. Two immediate observations: First, making the modifications you suggested to the aircraft.cfg file did work. The aircraft became a turbo and was able to maintain standard pressure and power as I climbed into the teens (13,000 feet and above).However, and this may or may not be directly related to those changes, the aircraft felt too powerful. I need to do some more testing of the normally aspirated V35 flight model to see if that model also exhibits these characteristcs, but there were definitely some aspects of this model that suggest the engine was too powerful. For example, indicated airspeed didn't fall off in cruise at the higher altitudes. In fact, it actually increased above overspeed range in level flight at higher altitudes, which is the opposite of what should be happening (as you know IAS should fall off at higher altitudes). Maybe it is the Carenado flight model or maybe it is the turbo mod - more testing is needed.Secondly, the aircraft fuel flow remained in the high 20 gallons per hour and only lowering throttle or RPM would drop it into the low 20s. Actual cruise should be somewhere around 16-17 gallons per hour. With a turbo (at least a turbonormalized piston) one normally flies wide open throttle, 2500 rpm, and leans the mixture to a setting that results in a fuel flow of around 16 gallons per hour (and optimal airspeed, turbo inlet temperature and horsepower, etc). Couldn't come close to that with this aircraft.Thank you again for your suggestions. Not having to mod the air file was indeed a surprise to me.

It does indeed seem to make the bird really seem much more powerful. Whether accurate or not I have no idea, but I am sure BeechV35Pilot is right.Kind regards,

You will have to manage fuel flow/throttle/prop pitch much closer than a normally aspirate engine. The fuel delivery is going to match the air delivery. The payoff for performance is fuel economy. It gets to a point where a Turbine is more effecient as a high power piston engine.Specially @ higher altitudes. I usually set MP pressure @ 30 for climb. ( which is still 5psi higher than non turbo) Of course it will use more fuel. Horsepower= increase air and fuel! I build Turbocharged racing engines RW.Note: You should or may also see an increase in CHT/Oil temps. Need to watch mixture very closely. Forced inductions create much more stress on engine components due to considerable increase in cylinder pressures/ Compression. in fact most piston aircraft engines. Continental, run 6:1 compression for turbos compared to 8:1 for non turbo. Ive seen little diff in the cfg file when changing in FS. Lean out a turbocharged engine and you will melt pistons and burn valves.. Not sure its modeled in FS though.too much Boost!http://youtu.be/KgXMrBUFhh4

Edited March 1, 201214 yr by Barnstormer1

Of course it will use more fuel. Horsepower= increase air and fuel!

In a climb I have no problems with seeing 30 gallons per hour, but once leveled in a cruise the fuel burn for this turbo aircraft should be 16 gallons per hour, not the mid 20s simulated in this V35 model. These engines should not be flown at that greater horsepower setting to which you allude during cruise or the range of the aircraft is significantly reduced, hourly operation costs increase, and maintenance issues become more numerous.The reality is that managing the engine controls of a turbonormalized piston engine is actually EASIER than doing so in a normally aspirated engine of the same size with a variable speed prop. In a standard climb it is simply wide open throttle, mixture full rich, and set prop to 2500 rpms (after initial takeoff setting of full forward, that is). Once leveled and airspeed settles down, the pilot only needs to lean out the mixture so that turbo inlet temperature peaks and then, with continued leaning, drops about 70 degrees F (yes, that dreaded lean of peak controversy). Prop and throttle remain where they are. This combination results in a horsepower value similar to a normally aspirated aircraft at 25 inches MP at sea-level, which of course the advantage being that the turbo-equipped aircraft maintains this constant horsepower value up to the critical altitude instead of losing it with each 1,000 feet ascended.But I understand the limitations of the FSX model, both overall and with regards to this aircraft's specific configuration. I suspect the above simulation may not be achievable in the sim aircraft, certainly not by someone like me who doesn't have a lot of experience tweaking the config file properly.

Turbo charged engines arent really intended to increase cruise performance as much as TO to cruise performance. If you feel its too powerful. reduce the MAX MP and lower the HP. The RW Beech V35 TC is 300HP

Edited March 1, 201214 yr by Barnstormer1

The RW Beech V35 TC is 300HP

That must be the factory turbo engine. The aftermarket turbo of the V35 I fly is bolted onto a 285HP Continental IO520 engine.