A2A Simulations Sale? I demand one!

[zmak]

Go to the hanger shift+7 and select complete overhaul. That should do it

[Christopher Low]

Thanks, Zoran. That has corrected the lack of power, but now I have lost my confidence with respect to the startup procedure. Even pressing the "E" key doesn't work anymore!! I need that full startup tutorial, so that I know exactly what I am doing.

 

EDIT: Ah, it seems that there is one. I just can't see it properly with my DSR setting! This could rapidly become a blog about my adventures in the Cherokee cockpit!

[zmak]

If I cant get a start up when I get to turning the key then I just press shift+3 and select auto start. I dont have the patience to keep trouble shooting why it wont start

[Christopher Low]

Thanks for the tip about auto start, Zoran. However, I have just completed my first "cold and dark" startup in the Cherokee, and it seems to have worked. Now I can think about getting airborne again B)

[Christopher Low]

The airspeed indicator was not working during my next quick test flight. Any suggestions?

 

EDIT: Ah, it seems that I did not remove the pitot cover. Stay with me, guys. This is new territory for me :smile:

[Ebs]

 

 

EDIT: Ah, it seems that I did not remove the pitot cover. Stay with me, guys. This is new territory for me

 

Haha, we've all been there Chris, don't worry!

[Christopher Low]

Is there a way to compensate for that pull to the left?

[Ebs]

 

 

Is there a way to compensate for that pull to the left?

 

Make sure your balance is correct. if there's only the pilot in the aircraft, put less fuel in the left tank. Better still, add a passenger and change their weight to match the pilot's.

You also have rudder trim if you need to compensate more.

 

One thing I noticed with the 182 was that the weight in the aircraft made a big difference. I saw the videos of real world 182's landing and always hearing the stall horn pipping just before touchdown. I couldn't replicate this at all. Then it hit me...

 

Think about those videos, there's normally two pilots, then a guy in the back filming everything with fairly decent camera equipment (heavy!) they'll all no doubt have a backpack each in the cargo hold with food and other supplies. So, I started to load up the 182 with passengers and cargo. After that, I was able to replicate that stall warning on landing almost every time. As an added benefit the flights were much more stable during turbulence etc.

 

The downside is you burn more fuel. Thankfully we don't have to pay for it in FSX...

[Christopher Low]

I have tried compensating for it with the rudder (and aileron) trim, but it doesn't seem to make any difference. I have also tried adding a passenger in the right seat, but again......no change.

[LAdamson]

Just checked my fuel & passenger load. One pilot, 170 lbs, 100% fuel right wing, and 68% left.  Having flown this type of plane in real life ( a lot) , I'd say the amount of left drift on the takeoff roll & initial climb is just right. It then dissipates as the the rudder takes over as airspeed. increases.

[Christopher Low]

Surely as the fuel is used up, the roll to the left will manifest itself again during approach and landing? Or is that just accepted as inevitable?

[LAdamson]

The left yaw on takeoff is from the engine/prop producing power, and several different forces while the engine is throttled up.  As power is pulled back for landing, there can be a bit of right yaw, because the rudder has been set to correct for left yaw. If the plane is yawing one way or the other, then roll coupling will cause some roll.  In any case, these roll forces will be really light, as compared to the right rudder & foot power to keep the plane on centerline during the takeoff roll.  Single engine planes with the prop turning clockwise from the cockpit view, will always need a form of right rudder trim, be it from fixed trim tabs, adjustable rudder trim, or an offset vertical stabilizer built into the airplane. The engine may also have some right thrust built in.

[Christopher Low]

So which one does the Cherokee require? Just to be clear, I haven't set the rudder to do anything.

 

I have just done some more testing, and it seems to be reasonably stable on climb out with the right tank at 100%, and the left tank at 88% (with only the pilot on board). I think it will also be a good idea if I learn to use the autopilot for keeping the plane nice and level during the cruise. I had a quick bit of fun with it just a few minutes ago, but it probably has more to offer than I could see at first sight.

[LAdamson]

The rudder should already be set to compensate for left drift while at cruise flight speeds. It will never be perfect for other airspeeds, and the plane will yaw a bit, unless you compensate with the pedals, or adjust the rudder trim.  A lot of small planes have no adjustable rudder trim or aileron trim. The rudder trim is just adjusted by hand, for cruise flight airspeed.  I always used fuel from the left tank first, to compensate for no right seat passenger. Then I'd switch tanks every half hour.  As to the auto-pilot, do what you like. I had a two axis solid state gyro auto-pilot in my Van's RV6. I used it often, for those flights of an hour or perhaps four hours.  The altitude function was especially nice, when flying 30 miles through Class B airspace. 

[Christopher Low]

Ah, so you would recommend switching tanks in the Cherokee at regular intervals? I have never done anything like that, so I didn't even think about it! I can see that flying this plane is going to be more complicated than my usual "messing about", but I am actually looking forward to it. It's about time that I learned to think about basic stuff like this :wink: