Looking forward to the tutorial. For now, can anyone tell me the purpose of that infernal beeping that occurs when I pull back the throttle and prop in unison? Is the prop supposed to be left in high and manage power with throttle?

 

thanks

I think that the infernal beep is to tell you that the landing gear is not down as you are pulling the throttles to idle.

I think that the infernal beep is to tell you that the landing gear is not down as you are pulling the throttles to idle.

That's the likely explanation.

Just an update on the tutorial. I've got a couple guys looking at it for quality assurance, and once they get it back to me, I'll turn it around and put it up in the file library as soon as I can.

What about the brakes chaps?

 

Somebody mentioned "light" breaking, trouble is, for me the brakes are either slammed on full or nothing. Pity they can't be graduated in some way, so slight breaking is actually possible.

If you use FSUIPC and rudder pedals with brakes, you can adjust the slope of the brake axes. That should improve things a bit for you.

If you use FSUIPC and rudder pedals with brakes, you can adjust the slope of the brake axes. That should improve things a bit for you.

I am having the same problem. using FSUIPC do I use a positive or negative number for softer brakes. I have searced high and low in the manual with no ref to it that I can find.

 

Thanks

I am having the same problem. using FSUIPC do I use a positive or negative number for softer brakes. I have searced high and low in the manual with no ref to it that I can find.

 

Thanks

Duh....never mind....printed manual with a section missing...I feel so blond! :Silly:

Duh....never mind....printed manual with a section missing...I feel so blond! :Silly:

 

You know, I always wondered the same thing... it has been only recently did I begin playing around with positive vs. negative slope. Curious, what did you end up setting for the slope number?

You know, I always wondered the same thing... it has been only recently did I begin playing around with positive vs. negative slope. Curious, what did you end up setting for the slope number?

 

I found out that a pos or + slope gives you a softer control input up front and then very aggressive towards the back. For my settings, I only had time to try it out with the brakes set at +15. I did a bit of taxi check and a couple of crash and goes and it works much better on my system. I do plan to try to slowly back that off a bit and see how it goes. For my computer the c90 brakes with 0 slope would jerk the nose of the aircraft around with just the lightest touch to the brakes. At least now my passengers are not complaining about whiplash and sore necks like before.

Just an update on the tutorial. I've got a couple guys looking at it for quality assurance, and once they get it back to me, I'll turn it around and put it up in the file library as soon as I can.

 

Looking forward to this, Kurt, and thanks for the effort.

I found out that a pos or + slope gives you a softer control input up front and then very aggressive towards the back. For my settings, I only had time to try it out with the brakes set at +15. I did a bit of taxi check and a couple of crash and goes and it works much better on my system. I do plan to try to slowly back that off a bit and see how it goes. For my computer the c90 brakes with 0 slope would jerk the nose of the aircraft around with just the lightest touch to the brakes. At least now my passengers are not complaining about whiplash and sore necks like before.

Good - that's what I've got my slope setup with now, too - thought I've got mine at around +5.

 

I ran with it in the -8 range for probably well over a year and it never occurred to me that it might be causing the brakes to be overly aggressive, figured that was just how they were. Now with it in the positive number territory, it seems much better. Glad to have someone corroborate this recent "discovery" on my part! :)

Glad to have someone corroborate this recent "discovery" on my part! :)

 

Being able to properly calibate toe brakes on my Saitek pedals was one of the best things about moving to paid FSUIPC and worth the price all by itself. Being able to add a slope (mine is +8 right now) to refine braking was icing on the cake.

 

Scott

Thanks in advance for the Tutorial: one of my biggest wonders is the correct Procedure/operation of the prop rpm's during decent and landing. One of the videos I have of a 350 flight, its not clear what the pilot does with the props on the way down. about a mile before touchdown, he did go full forward though... and I wondered how this effected TRQ and landing speed.

 

It's a wonderful plane... but I fear VLJ's are just about ready to overtake the King Airs (with the obvious exception of cargo work). Single pilot, way faster speeds, and lower cost.. well you know whats next.

Wrapping it up today, it'll be uploaded this evening.

 

Normally, the props can be left at 1900 RPM from when you set cruise power until you lower the gear on final, and then you push the levers to full forward. Torque will decrease (N1 is unchanged and prop RPM increased), which equates to lower thrust. Also, the increased drag of the props at finer pitch will contribute to slowing you down pretty quickly. In the tutorial, I have you maintaining 150 KIAS until the glideslope indicator is one dot above center, then dropping notch of flaps, lowering the landing gear, and pushing the props full forward. The combination slows the plane right down and you'll probably have to increase power to maintain blue line speed.

 

I'm not sure VLJs will displace turboprop workhorses like the King Air. They're quieter for passengers, but they're not that much faster, they're arguably more expensive to operate pound for pound when you compare useful loads, and there are places a King Air can go that you'd never dream of taking a Mustang.

 

And...you absolutely can operate a King Air with a single pilot. FAR Part 135 requires you to have a three-axis autopilot if you plan on single-pilot operations, and that's true of VLJs, as well. Many Part 135 operators don't fly single pilot for safety reasons. For example, Blink operates dual-pilot, even though the Mustang was designed as a single-pilot aircraft.

I hope you got my feedback, Kurt. I never heard anything back from you. Anyway, excellent job on this!

 

Bill