Time to lighten up a bit after spending the last couple hours reading through the forums. Why do that, it's like I can't help myself, I just HAVE to read all that mostly usless dribble. I just want to fly!

I took the Cub out of Juneau and went looking for this darn glacier. I did find it after flying up a couple wrong valleys and having to turn back and retrace more then once. It was a interesting and FUN trip. As you see I did slightly acceed the red line in several critical areas, but the Cubby held togrther, never the less. Good thing this is just a game, no?

No disembodied voice yapping in my ear about wrong procedures, just me and the airplane. I had that feeling when I first soloed a C-150 after taking off and looking over at the empty right seat and thinking to myself that no one can help me now, If I want to get back on the ground I have to do it myself.

I still haven't figured out cruise power on the Carbon Cub, but it can't be much if one must reduce from 180 HP to 80 HP. And it looks as if the checklist was not finished since there is no indication there.

 

Best regards.

Luis

I still haven't figured out cruise power on the Carbon Cub, but it can't be much if one must reduce from 180 HP to 80 HP. And it looks as if the checklist was not finished since there is no indication there.

 

The placard for "max continuous power" on the panel would probably be a reasonable setting. Anyway, I was thrilled to see the RPM fluctuate when leaning... it rises a tiny bit as you reach the peak, then drops off after that.

 

But anyway, a real aerocache? Not another "spawn at the airport, get out of the plane, and run to it?" And I missed it. Sheesh, I'd quit even looking at the ACs after the streak of just pointless ones.

 

Oh, well. Maybe there will be more good ones like this one.

Thanks, Ray, I was looking more for the POH:

 

http://www.cubcrafte...sources/support

 

 

 

 

 

 

 

Best regards.

Luis

Oh, good info. I hadn't gone to track that one down yet. :)

 

Be advised that the Carbon Cub's POH pages are out of order in the electronic file. If you print it out and fold the sheets (two pages to each side of a sheet) in half, it appears they will assemble into the correct order.

 

But yeah, the POH chart and text confirms that the placard RPM settings are good for "normal" cruise, unless you are throttling back further for an "economy" cruise.

 

4.4.3.4 Cruise

Once cruising altitude is reached, set the power as

desired. Use maximum continuous operation at 80 hp as

placarded. Reduce the power to the selected setting and

adjust the mixture. The engine may be leaned by slowly

pulling the mixture back until there is a drop in rpm or the

engine runs roughly. At this point, advance the mixture

slightly (about 1/8 of an inch) or until the engine runs

smoothly.

Sorry I think this has been touched on before, but was there anyway in the Cub to aileron trim my plane? the new prop counter torque is really bugging me, and I don't want to have to turn it off in my preferences.

Thanks, Ray, I was looking more for the POH:

Best regards.

Luis

 

And why did you take the POH for cc160?

 

The engine in Flight's CC has 180HP.

The 180 manual is for the Top Cub, not the LSA version Flight models.

 

For what it's worth, though... I pretend I'm flying the Top Cub so I can ignore the power limits and greatly reduced max gross weight. :lol:

Sorry I think this has been touched on before, but was there anyway in the Cub to aileron trim my plane? the new prop counter torque is really bugging me, and I don't want to have to turn it off in my preferences.

 

The aileron trim is useless because it's too coarse.

 

You do have a few options. I talk about them in my thread "Thoughts on flying the Carbon Cub." One, turn off the torque option during cruise. Two, set the power low enough that the torque problem goes away and fly at 80 MPH. Three, burn fuel from the left tank until it's stabilized, about 1.4 gallons (at 4 gallons per hour this takes a while).

 

Hook

The 180 manual is for the Top Cub, not the LSA version Flight models.

 

For what it's worth, though... I pretend I'm flying the Top Cub so I can ignore the power limits and greatly reduced max gross weight. :lol:

 

So, we have CC160 reengined to cc180 by Microsoft. They just forgot to adapt the flaps settings section.:)

According to the Section 1.3 of the CC11-160 POH (bold added by me)...

 

1.3 SUMMARY OF PERFORMANCE SPECIFICATIONS

Gross Weight (wheels or skis) ......................... 1320 lbs

Gross Weight (floats) ....................................... 1430 lbs

Top Speed (Sea Level/80hp) ............................. 89 mph

Cruise Speed (6000’, 80hp) ............................. 96 mph

Range (6000’, 80hp, w/reserves ....................... 432 sm

Endurance (6000’, 80hp, w/reserves) ............ 4.5 hours

Rate of Climb (2000’) .................................... >1500 fpm

Stall Speed (full flaps) ........................................ 32 mph

Stall Speed (no flaps) ......................................... 40 mph

Fuel Capacity (Total, both tanks) ................... 25 gallons

Fuel Capacity (Usable, both tanks) ................ 24 gallons

Fuel Capacity, Extended Total (if installed) .... 44 gallons

Fuel Capacity, Extended Usable (if installed) 40 gallons

Approved Fuel Grades .............................. 100 or 100LL

Maximum Continuous Engine Power .................... 80 hp

Maximum Takeoff Power (5 minutes) ................. 180 hp

Maximum Engine RPM .......................................... 2700

Oil Capacity ............................................ 3.5 to 5 Quarts

 

And from Section 7.5...

 

7.5.1 ENGINE

The aircraft is powered by a Cub Crafters, Inc. CC340

engine. This is an air-cooled four cylinder powerplant

that is capable of delivering up to 180 for takeoff and a

maximum continuous power is 80 hp.

 

Also from the CC340 engine manual...

 

2.4 Specifications

CC340 engines are rated at 180 Horsepower for take-off and climb limited to 5 minutes, and at

80 horsepower continuous from sea level to 12,000 feet. RPM must be adjusted at various

altitudes to maintain the continuous power rating. Power charts are shown in Table 2-1 for

power settings at various altitudes.

 

But wait, weren't we talking about aerocaches?

Ah... good:) 180. Now, when I know my plane, we can go back to our aerocaches:) I like glaciers in Flight.

Whew! I was worried for a moment that you "serious" simmers were about to forget the fun! :lol:

 

Best regards.

Luis