What a lovely thread. Not sight of a dagger yet.

Maybe on the ground, sure. Sort of like the C162 had springs on its gear, but once in the air, it seemed pretty much right to me. About what I would often experience in the CTLS. which is a similar plane.

 

Fair enough I've never flown an LSA or something as light/small as the 162

Well, they can be squirrely, especially in ground effect while landing with any gustiness. A bit like a leaf on the wind.

I love the Legacy but of all the RealAir products I own, I love the Turbine Duke even more. If the Legacy had a turboprop, I'd be has happy as a pig in, well, you know

If the Legacy had a turboprop, I'd be has happy as a pig in, well, you know

 

Horses for courses. If the Legacy was a turboprop, it wouldn't be the efficient low-altitude screamer that it is. It's nice to have a 200+ knot plane that doesn't make you climb to the flight levels to get that speed.

 

Scott

There's a few YT vids on turboprop conversions for the lancair IV-P - that engine produces so much torque it's insane. There's another vid that basically ripped the plane apart for an engine runup test lol

In FSX you have to choose between no motion at all or some motion. You can smooth it out, fine tune, make subtle, regular, random however you like. I find this way closer to my real flying experience than fully smoothed out to nil with the current FSUIPC and ASE.

 

It's just hard to explain if you haven't really spent time on the 3 effect sections in EZDOK. It really makes a great difference for me. This is an example:

 

 

This one here is more bumpy due to interaction with AS2012:

 

 

Cheers,

 

Hi!

 

These videos beautifully demonstrate how you can achieve a sensation of flight within the sim. It's true that small aircraft in smooth air just fly smooth. But in the summertime, most of the time there's some turbulence. That can be felt, even if it's small. The small sideways motion and sudden tiny bumps that roll the wings just a little. In these two videos the sensation of that is nicely done. I'd like to know more, how to do it?

 

It looks like you are using Track IR as well.

 

Tero

I'd like to know more, how to do it?

 

 

Hello

EZdok + TrackIR a perfect match

I note in the first video that the pilot selects flap for takeoff and retracts at 500'. Can anyone enlighten me as to the perceived benefits of taking off from a normal long paved runway with flap selected in a light GA aircraft? In all my years of sitting as a passenger in GA I've yet to find a pilot who uses flap on a normal tarmac takeoff. The only exceptions have been soft and dirt strips and even then I have my doubts. Sure, light twins get an advantage but IMHO all that adding flap in a Cirrus or 172, 152 etc does is add drag. Just because flap adds lift and drag and allows a slower steeper descent on approach doesn't mean it performs any useful function in the takeoff.

Well, I think it depends on how quickly you want to get airborne.

Just because flap adds lift and drag and allows a slower steeper descent on approach doesn't mean it performs any useful function in the takeoff.

 

Of course it does. The aircraft doesn't know if its soft field or concrete, it helps the aircraft in the air a little sooner.

 

 

If I have three other passenger with me on a Cessna 172SP, and with slightly more than half the max fuel. (Fully loaded) I usually have the first level of Flaps to get me up better.

 

Manny

I note in the first video that the pilot selects flap for takeoff and retracts at 500'. Can anyone enlighten me as to the perceived benefits of taking off from a normal long paved runway with flap selected in a light GA aircraft? In all my years of sitting as a passenger in GA I've yet to find a pilot who uses flap on a normal tarmac takeoff. The only exceptions have been soft and dirt strips and even then I have my doubts. Sure, light twins get an advantage but IMHO all that adding flap in a Cirrus or 172, 152 etc does is add drag. Just because flap adds lift and drag and allows a slower steeper descent on approach doesn't mean it performs any useful function in the takeoff.

 

Many GA aircraft use partial flap for takeoff..........as normal procedure. Just a case of additional lift, outweighing the drag penalty.

 

If I have three other passenger with me on a Cessna 172SP, and with slightly more than half the max fuel. (Fully loaded) I usually have the first level of Flaps to get me up better.

 

I once had to throw out 10 degrees of flap in an older 172 with three, to get out of ground effect at a 4200' airport. It just wasn't going to climb in time, other wise. My preference these days, are airplanes with a higher hp/weight ratio, and less worry about density altitude.

I note in the first video that the pilot selects flap for takeoff and retracts at 500'. Can anyone enlighten me as to the perceived benefits of taking off from a normal long paved runway with flap selected in a light GA aircraft? In all my years of sitting as a passenger in GA I've yet to find a pilot who uses flap on a normal tarmac takeoff. The only exceptions have been soft and dirt strips and even then I have my doubts. Sure, light twins get an advantage but IMHO all that adding flap in a Cirrus or 172, 152 etc does is add drag. Just because flap adds lift and drag and allows a slower steeper descent on approach doesn't mean it performs any useful function in the takeoff.

 

Normal takeoff procedures in many GA aircraft call for a certain flap setting. Its not at all unusual.