That sounds like your have been flying with a "Turbo normalized Turbo" and not a "Turbo Boost" system like on the V2 Turbo Legacy. Proper leaning actually starts at takeoff and the mixture adjusted throughout the climb. I use, WOT, wide open throttle with 2,400 RPM set and forget, and use the mixture control to maintain peak power.

 

Ray, not sure if you're addressing my post or someone else's, but if mine - no - trust me, the Turbo Arrow is anything but turbo-normalized.  Max manifold pressure is 41".  In fact, one of the "fun" aspects of flying it was that it was extremely easy to over-boost due to the fixed wastegate, and you absolutely COULD NOT firewall the throttle, even when departing high density altitude fields (my home airport, KGXY, often features summer density altitudes of better than 8,000').  On takeoff, you'd advance the throttle to a point well below full throttle (the position learned mostly by experience) starting with a MP well below the 41" redline and keep your hand on the throttle ready to gently bring it back a bit as the turbocharger spooled up and the boost kicked in.

 

Why would you believe you'd need to lean in a climb as long as MP remains at your climb power setting?  Once you reach the turbo's critical altitude and MP starts to drop as you continue to climb, then you MAY need to lean, that need dependent on other factors like cooling. 

 

Scott

 

Edit: And again, to be clear this is RL operation, not in the sim where you absolutely will need to lean or power will fall off due to the perceived too-rich mixture.

Good one, thanks. Totally forgot the Legacy doesn't use my A2A Comanche settings LOL I just checked and gross weight was 970 kg. I adjusted the pilot's weight, bagage and set fuel to 40% and now gross weight is 777. That should help a little. :wink: I will test this with clear skies (so no ASN) this weekend!

Yeah the problem is since this is an experimental aircraft there aren't many accessible performance figures I've found.

 

What I was doing in testing was using a fixed weight (well as fixed as I could because it changes as I burn fuel), and fixed temp using ISA (by loading clear skies weather theme), is testing power at different altitudes with fuel flows.  In an ideal world I'd do that and make a table for everyone else.  But it takes time and I don't have a lot of that.

 

Here at 1950 lbs (about 37% fuel each side and two pilots 170x2 lbs, 68 lbs bag) I get 230 KTAS, full throttle (gives about 22.5 " / 2400rpm /11 gph).  What I've done here is lean 50 degrees of peak EGT.  This means I've leaned my mixture out to find the highest temp on the EGT (average), then continued leaning when the temperatures drop 50 degrees.  It's not exactly the best power setting though.  Getting that magic 4 miles a min (240 ktas) takes just the right conditions.  BTW, this is the normally aspirated engine.  I'm very close to ISA here at 8000 ft.  Altitude is 8000, but pressure altitude is 8280 ft.

 

 

I haven't picked up the V2 Legacy yet (but of course I soon will), but unless the RealAir boys have worked some outside-of-FSX magic, I assume it behaves like most FSX planes in this regard - I know the B60 Duke does.

 

 

Scott

 

The Legacy uses the typical FS behavior as you say.  I don't think I've seen any plane in MSFS/P3D that does it correctly.

Scott and Ryan,

 

My Avsim link is a little honked up today and I can't get the reply box to bring in the quotes for the reply. This happens from time to time but I never know what fixes the problem

 

Anyway, I understand the RealAir team added or corrected some FSX coding to try to smooth of the Mixture problems and settings. They may have gotten a little aggressive, I have no idea.  But, the way it is today, if you don't lean the mixture you will not be flying high.  I am only flying the Turbo model this week and gathering some performance data so I don't know anything about how the 310 hp V2 model flies.

 

41 IN MP. Wow that is really up there.

I know the Piper Saratoga TC and the Seneca V both had normalized turbos with intercoolers and auto wastegates and they were pretty much set and forget on the throttle and mixture when climbing.  Their Critical Altitude was very close to their recommended ceiling, just below FL200.

 

The V2 Legacy has a CA of 14,700 feet using one of the definitions.

 

Scott,

 

You are correct in expecting not to be required to lean the mixture during the climb with the Turbo'd engine. If I read a dozen articles about operating aircraft with turbos, I very rarely, if ever, come across any mention at all about the mixture or required leaning while climbing.

 

Regards,

 

Ray

IRL, most turbocharged engines would not/should not be leaned in climb, or at least not until up high when you reach altitudes where the boost can no longer fully compensate for altitude (an altitude which varies depending on the turbo and wastegate setup).  In my Turbo Arrow IV, for example, the drill was full rich in climb and even occasionally turning on the boost pump in warmer wx to increase fuel flow.  If I tried to lean in a climb, CHT's would have shot through the roof almost instantly.  Unfortunately, FSX/P3D suffer from a flawed piston model which becomes especially noticeable when flying turbo-charged engines, so you must lean in the climb or lose power.  It's not realistic, but you have no choice.

 

I haven't picked up the V2 Legacy yet (but of course I soon will), but unless the RealAir boys have worked some outside-of-FSX magic, I assume it behaves like most FSX planes in this regard - I know the B60 Duke does.

 

 

Scott

 

Hi Scott, We did do a lot of work reducing the need for turbo mixture leaning before critical altitude, but FSX and P3d are very  weak in this area and you'll still need some leaning before, but not as bad as the frankly ridiculous leaning needed in standard/default aircraft.

Manny and Jeroen,

 

We are working on some expected performance data for the Turbo option. If you would, please verify any of the data in this table and see how your Turbo Legacy is performing. This is an early draft and we expect it to be refined as we get more pilots checking it. I fly it with full throttle and continuously leaned mixture settings. Yes, use the tooltips to check your TAS.

 

Once you are established in cruise condition at one of the selected altitudes, you can use the Engine Monitor to guide you in tweaking the Fuel Flow, then cross check the TAS. If very different make sure you record the Mixture setting (%), the OAT and the EGT readings.

 

Maybe a few pilots will check the higher Flight Levels so we can extend the Maximum Performance Values table to 20,000, 22,000, and 25,000 feet. Full Power, 2,400 RPM, record IAS and TAS (ISA, 29.92),

 

Regards,

 

Ray

 

My sincere thanks to Ray for collaborating on producing the tables he's published, which are based on his and our tests post release. After further tests and a bit more research we'll be publishing these on the RealAIr website for customers of the Legacy V2. As Ryan states, there is very little official info about particularly the turbo engine performance because there aren't many real world examples. There is one we researched that had some stunning figures for cruise, but that custom built Legacy also came with thinner wing mods and fuselage mods to make it even more slippery.

 

I reckon Ray's Manifold Pressure vs Altitude table is pretty accurate and my table (which he's adapted) showing typical speeds vs altitudes plus endurance and range are reasonably accurate but not cast in stone.

 

The wonderful thing about the turbo Legacy is that it so frugal on fuel consumption that you don't need to worry too much about perfect mixture or optimum climb for fuel saving. That's a tribute to the Lancair design. It gives the Duke and similar twins a good run for their money, having a small fraction of the running costs, and competes with even the turbo-prop luxury singles regarding altitude and speed (assuming you have a heater and don't mind slinging an oxygen mask on!)

Ray,

The early Seneca's featured the same limitations as the Turbo Arrows as the engines were essentially the same, but yes later versions of the Senecas added both inter-cooling and auto wastegates (and a bit more HP).

The fixed wastegate of the Turbo Arrow and early Senecas certainly added to the challenges and workload of managing that engine. The aftermarket has since brought both intercooling and wastegate upgrades for both to the market (if the beleaguered owner has the cubic $$ required).

But back on topic (and apologies for the minor divergence) I'm very much looking forward to flying the new turbo variant of the V2 Legacy. I've just gotta put the time in to get my FSX install back in shape after almost a year long break from sim-flying.
 

Hi Scott, We did do a lot of work reducing the need for turbo mixture leaning before critical altitude, but FSX and P3d are very weak in this area and you'll still need some leaning before, but not as bad as the frankly ridiculous leaning needed in standard/default aircraft.

Great to hear, Rob. I truly appreciate what you guys do and I understand the limitations of the FSX/P3D model. I have the V1 Legacy, and both V1 and V2 versions of both Dukes, and the piston Duke remains my favorite - that is my favorite plane in FSX. It will be interesting to see if the V2 Legacy can knock it off its very high pedestal.

Scott

Hey guys does anyone know if the v1 repaints in the avsim library will work  with v2???? Saw a couple nice paints.

"Hey guys does anyone know if the v1 repaints in the avsim library will work with v2???? Saw a couple nice paints."

 

I've installed a couple and they seem to work fine?

 

Cheers

Martin
 

"Hey guys does anyone know if the v1 repaints in the avsim library will work with v2???? Saw a couple nice paints."

 

I've installed a couple and they seem to work fine?

 

Cheers

Martin

 

Thanks Martin, I will give it a try

Thanks Martin, I will give it a try

The exterior files are one for one, but the V2 panel has some important changes that you will have to overcome. Totally different near the Oxygen sys and a new Nav/GPS switch. also. A dimmer button has been added.

 

I recommend you pick an interior and panel color from v2 that you like and copy the entire texture folder, rename it, and then copy and replace just the exterior files with your v1 files. That way the first two lines of the aircraft.cfg files entry will be correct for v2. You will need to update the N# in 2 files also then add your new entry in the aircraft.cfg file.

 

Piece of cake.

 

Regards,

 

Ray

But I'm going one step further and adding the correct callsign placard to the day and night interior textures.

But I'm going one step further and adding the correct callsign placard to the day and night interior textures.

Those call sign files are what I called the two N# files that will need to be updated. I wonder why RealAir didn't write a script for that. Some developers seem to automatically add that feature, others don't.

Regards,

 

Ray

If anyone wants a callsign interior for any of the paints I've done, give a PM with your email. Tell me the registration and the aircraft from which you want the interior from. It's a 2 minute job.

Just the registration mind, no colour changes. :wink:

When Sean gets back online after moving house, we'll try to update the V1 paintkit. Meanwhile thanks to Ron, Ray and Ryan for offering their kind advice.

If anyone wants a callsign interior for any of the paints I've done, give a PM with your email. Tell me the registration and the aircraft from which you want the interior from. It's a 2 minute job.

Just the registration mind, no colour changes. :wink:

Wow you're fast. It seems to take me about 10 min to switch the callsigns.

Anyone else here having problems with the free-castoring nosewheel? It does work with my Saitek Combat Rudder pedals (using the toe brakes) but whenever I almost come to a halt the plane suddenly moves to the left (sometimes right), no matter how I step on my brakes. It's uncontrollable and I wonder if anyone else is having this problem too. For now I will turn off this feature and use the rudders to steer: hopefully this will solve the problem.