I believe Ken was trying to point out the Checkride Missions he produced, there are video tutorials for the F15. He owned a 310 and was instrumental in many elements of the aircrafts development , working with Bernt Stole, Bill Leaming and others duplicating every aspect including the many cockpit sounds i find fascinating.

 

Thanks, Chuck! That is what I meant to say and just realized I was confusing folks when I used the term "tutorial videos." I meant to write "tutorial missions." I recall that somewhere on the MilViz website I posted links to all the missions, which were completed for both the 310R and the Baron 55. Essentially they walk you through the various elements of earning your virtual FAA AMEL certificate. The link you kindly provided gave the first four missions but I am certain that I posted links in another thread there for all six, which takes you through to the checkride.

 

Sorry for the confusion!

 

Ken

The link you kindly provided gave the first four missions but I am certain that I posted links in another thread there for all six, which takes you through to the checkride.

 

Hi Ken,

 

I looked around but didn't find any more than the three so far. The BE55 (which, I just HAD to buy today and feel like I'm owning my own aeroclub/hangar stuffing) has a download to the missions on its page. I have a lot of work to do and I don't have to fly around wondering if I'm doing it right. Thanks again.

How do you guys like the flight dynamics of the B55 compared to the 310? The 310 seems more realistic to me, and now I'm gravitating back to it.

 

 

Kdub

I was a flight engineer on C-130s - about 2000 hrs. does MilViz offer charts for approach speeds based on weight? in actual flights, your approach speed was based on weight - subtract 10 for threshold speed - subtract 10 for touchdown speed - for regular landings, of course...

 

the C-130 is on my list of "planes to get" as finances allow...since I still have my dash one and checklists, should be fun!

I've only been through the first mission so I have a lot to do yet but I've been focusing on practicing the procedures given there to sort have those skills for the others. Have some questions:

1. On the first tutorial it says to begin letting down 1 inch per minute of manifold pressure to prevent shock cooling. Sounds good for VFR but what if ATC gives you a 5000 ft descent when you near the airport? Seems like it might make for a very slow descent. From what I understand the cowl flaps aren't used except in unusual/emergency situations...so, don't know if you'd use them? I don't know anything about shock cooling...sounds not good and not sure if there some way to tell if you are cooling the engine too much/fast?
   
2. On departure I'm holding full power until 1000 ft climbing at the blue line and then lowering the nose until I get to 124 KIAS and trimming it up for cruise climb. Wondering if that's the normal procedure? Do you turn the Aux pumps off when you enter cruise climb? Also, for landing, the checklist says 'ON'...high or low?
   
3. In the pattern I came up with the following and I'm wondering if it sounds reasonable. Climb to pattern altitude, accelerate to 120, manifold pressure 15mg. Just after turning downwind add first notch of flaps and maintain 120, midfield do GUMPS. Increase power a little to maintain altitude at 120 KIAS until abeam touchdown. Abeam touchdown 17mg, descend 500 fpm, etc. I've been using 91KIAS for landing speed (Vso*1.3). No idea if it's anything like what folks do.
   

One last technical question. Is it possible to program a hardware button for the Aux Fuel pumps or fuel tanks in this aircraft? I tried the fuel pumps on FSUIPC. I heard the fuel pump sound but, visually, the switch didn't move.

 

Gregg

I don't work for MilViz any more, voluntarily left several months back. And these are free missions, and they are hosted on my personal website, so I don't think this would violate any AvSim policy. But, I now recall that the full six miissions with the Cessna 310R were only posted with links in the beta test team forums (not available to everyone). So, here are the links where you can download all six missions in sequence (in WinRAR format):

 

First Mission and airport scenery: http://www.kenstalli...s_&_Traffic.rar

 

Second Mission: http://www.kenstalli...ond_Mission.rar

 

Third Mission: http://www.kenstalli...ird_Mission.rar

 

Fourth Mission: http://www.kenstalli...rth_Mission.rar

 

Fifth Mission: http://www.kenstalli...fth_Mission.rar

 

Sixth Mission: http://www.kenstalli...xth_Mission.rar

 

Colin, if this is frowned up by AvSim, then you have my permission to take the links and place them directly on the MilViz website as you desire.

 

Cheers,

 

Ken

Thanks Ken.

I've only been through the first mission so I have a lot to do yet but I've been focusing on practicing the procedures given there to sort have those skills for the others. Have some questions:

1. On the first tutorial it says to begin letting down 1 inch per minute of manifold pressure to prevent shock cooling. Sounds good for VFR but what if ATC gives you a 5000 ft descent when you near the airport? Seems like it might make for a very slow descent. From what I understand the cowl flaps aren't used except in unusual/emergency situations...so, don't know if you'd use them? I don't know anything about shock cooling...sounds not good and not sure if there some way to tell if you are cooling the engine too much/fast?
    
   
2. On departure I'm holding full power until 1000 ft climbing at the blue line and then lowering the nose until I get to 124 KIAS and trimming it up for cruise climb. Wondering if that's the normal procedure? Do you turn the Aux pumps off when you enter cruise climb? Also, for landing, the checklist says 'ON'...high or low?
    
   
3. In the pattern I came up with the following and I'm wondering if it sounds reasonable. Climb to pattern altitude, accelerate to 120, manifold pressure 15mg. Just after turning downwind add first notch of flaps and maintain 120, midfield do GUMPS. Increase power a little to maintain altitude at 120 KIAS until abeam touchdown. Abeam touchdown 17mg, descend 500 fpm, etc. I've been using 91KIAS for landing speed (Vso*1.3). No idea if it's anything like what folks do.
   

One last technical question. Is it possible to program a hardware button for the Aux Fuel pumps or fuel tanks in this aircraft? I tried the fuel pumps on FSUIPC. I heard the fuel pump sound but, visually, the switch didn't move.

 

Gregg

 

Support questions of this nature need to be asked on our forums here or at Milviz dot com. However, strangely enough, the person who knows best... is Ken.

 

@Ken, I have no issues with your posting what you did for the missions. None whatsoever. (we miss you still)

Ok. Probably that hardware button question is a good one for the forum. I've requested an Id on the forum.

 

Gregg

I've only been through the first mission so I have a lot to do yet but I've been focusing on practicing the procedures given there to sort have those skills for the others. Have some questions:

1. On the first tutorial it says to begin letting down 1 inch per minute of manifold pressure to prevent shock cooling. Sounds good for VFR but what if ATC gives you a 5000 ft descent when you near the airport? Seems like it might make for a very slow descent. From what I understand the cowl flaps aren't used except in unusual/emergency situations...so, don't know if you'd use them? I don't know anything about shock cooling...sounds not good and not sure if there some way to tell if you are cooling the engine too much/fast?
    
   
2. On departure I'm holding full power until 1000 ft climbing at the blue line and then lowering the nose until I get to 124 KIAS and trimming it up for cruise climb. Wondering if that's the normal procedure? Do you turn the Aux pumps off when you enter cruise climb? Also, for landing, the checklist says 'ON'...high or low?
    
   
3. In the pattern I came up with the following and I'm wondering if it sounds reasonable. Climb to pattern altitude, accelerate to 120, manifold pressure 15mg. Just after turning downwind add first notch of flaps and maintain 120, midfield do GUMPS. Increase power a little to maintain altitude at 120 KIAS until abeam touchdown. Abeam touchdown 17mg, descend 500 fpm, etc. I've been using 91KIAS for landing speed (Vso*1.3). No idea if it's anything like what folks do.
   

One last technical question. Is it possible to program a hardware button for the Aux Fuel pumps or fuel tanks in this aircraft? I tried the fuel pumps on FSUIPC. I heard the fuel pump sound but, visually, the switch didn't move.

 

Gregg

 

In the real world, as PIC, you always have the authority to inform ATC "unable to comply, aircraft limits." This should compel ATC to amend the requirement. By law, ATC cannot ever require a PIC to exceed an aircraft limit, and this includes limits due to necessity to prevent suspected engine damage. For the record, any controller in the real world, who on an instrument clearance, requires you to approach a traffic pattern 5,000 feet above it is off his meds!

 

For a visual approach, a good controller should vector you to about a five to ten mile final approach to the active runway, and have your altitude upon clearance on final translate to about a 3 degree glideslope. That should translate to about 1,000 to 2,000 feet above runway altitude. Sometimes, this is amended, but should never be extreme.

 

Controllers sometimes act like they own the sky, but the FAR's clearly say they do not. Hence, if they require you to do something unsafe or potentially damaging to your airplane, that phrase, "Unable to comply, aircraft limits," is very powerful and if they try to ignore it, you follow with the phrase, "Freeze the tapes, proceeding pilot due regard." In the FAR's that is essentially you professionally telling the ATC controller he is out of line, threatening your safety of flight, and you are disregarding his directions and proceeding under your own authority. It is powerful stuff and should not ever have to be done.

 

Cowl flaps are used whenever appropriate, and that again is pilot decisions based upon your perception that you need extra cooling for the engine. On the Cessna 310R, the cowl flaps are internal inside the aft portion of the engine nacelles, and therefore most 310 pilots keep the cowl flaps open all the time. The only time I would close them is if I was practicing engine out work and had one engine at idle in flight and wanted to avoid cooling the engine down too much.

 

Your pattern numbers are close. Aim for blue line on the airpseed gauge (which is Vyse) or best single engine rate of climb. On the 310R that speed is marked on the airspeed gauge and is 106 KIAS. So, to hold 120 KIAS in the pattern is a wee bit too fast. As I verbally say on the missions, you can allow speed on short final to get below Vyse if landing is assured, meaning you have a very, very low probability of having to perform a single engine go-around.

 

In the missions, I spend a good bit of time verbally explaining why speeds like red line (Vmca) and blue line (Vyse) are so very important to safely piloting a piston twin in the real world. It is way too complicated to cover in this thread, but the missions should go over it in good detail.

 

Cheers,

 

Ken

In the missions, I spend a good bit of time verbally explaining why speeds like red line (Vmca) and blue line (Vyse) are so very important to safely piloting a piston twin in the real world.

 

"The multi-engine rating isn't about learning how to fly a plane with two engines... it's about learning to safely operate a twin engine plane on one engine". :smile:

"The multi-engine rating isn't about learning how to fly a plane with two engines... it's about learning to safely operate a twin engine plane on one engine". :smile:

 

This man speaks truth! :)

 

Ken

So, to hold 120 KIAS in the pattern is a wee bit too fast.

 

I was thinking about the touch & go pattern...120 on the downwind...before descent. I'm climbing at 106 and when I put the nose down I have to get the power down in a hurry because it really wants to go without the gear and flaps deployed. I do follow your advice about 106 once you begin descent to the letter...makes a lot of sense...getting pretty good at holding between 105 and 108 though I'm shooting for 106. Looking for that 91 figure over the threshold all the way down to flare.

 

I wasn't really thinking so much about them forcing me to do something that I shouldn't. I was just thinking that 1mg would make for a mighty slow start to descent. Still, some STARs might need a faster descent rate and I was just thinking that there might be a need to pull power back quicker and, if you needed to for a more flexible descent, that there might be options. Clearly you could point the nose down a little but that would induce more cooling from the airflow.

How do you guys like the flight dynamics of the B55 compared to the 310? The 310 seems more realistic to me, and now I'm gravitating back to it.

 

 

Kdub

 

I take it back. They are just different. I like both and will have to fly both.

 

Kdub