Must of done some thing major wrong cause i folowed the instructions best i could . All was fine till i did a cold and dark and that thing took off hell bent for election -the sreen turned all red  and so much for that . I rebooted and put every thing back to normal 

Louis,

 

Sorry you had a problem. sounds like there was a LOT of fuel in the start. The red screen is simulating a red out due to excessive negative "Gs". If you want to try again, copy the entire folder so that you still the original Shrike. If you need more help PM me.

 

Greg

I know slightly off topic but how high can you go with no pressurization and just an oxy bottle?

 

It depends at least somewhat on equipment used, but in general it is as Ed notes as high as the airplane can fly if the right equipment is used.  For example, it's quite common for GA pilots in turboed singles and light twins to use nasal cannulas rather than masks.  This kind of setup is nice because you don't have to use special equipment for radio work and normal conversation, and they're simply more comfortable than a full mask (though they can dry out your nose something fierce!).  In the US, however, a cannulla can only be used up to 18,000'.

 

Apologies for the off topic post.  :wink:

 

Scott

Must of done some thing major wrong cause i folowed the instructions best i could . All was fine till i did a cold and dark and that thing took off hell bent for election -the sreen turned all red  and so much for that . I rebooted and put every thing back to normal 

Same for me ! When I start the engine Lor R, from C &D the plane start spinning all over the place like if it was full throttle!

Patrick and Louis,

 

I tried a C&D start this morning and got the same result. I do not know what is causing this. It is now a known issue. 

 

Greg

Ha ok we'll just sit back and wait .

I found the cause of the erratic behavior when doing a cold and dark start up. I changed the power scale to reflect the increase in horse power. It was that variable that causes the problem. Any change in the power scale will cause a disastrous start. The turbo charger and thrust scale changes are fine. I was getting 198 KIAS  at sea level 32" MP and 2400 rpm. Using just the turbo charger and thrust scale changes, I am getting 186 KIAS at 32" and 2400 rpm at sea level. 

 

Here is the changed aircraft cfg:

 

[piston_engine]

power_scalar =            1.0 // was 1.0                     //Piston power scalar

cylinder_displacement= 91.7                     //Cubic inches per cylinder

compression_ratio= 8.0                          //Compression ratio

number_of_cylinders= 6                          //Number of cylinders

max_rated_rpm=   2575                           //Max rated RPM                                         

max_rated_hp=     320 // was 290                           //Max rated HP                                                

fuel_metering_type= 0                           //0=Fuel Injected, 1=Gravity Carburetor, 2=Aerobatic Carburetor

cooling_type=       0                           //0=Cooling type Air, 1=Cooling type Liquid

normalized_starter_torque= 0.3                  //Starter torque factor

turbocharged=       1                           //Is it turbocharged? 0=FALSE, 1=TRUE                      

max_design_mp=      41                           //Max design manifold pressure, (inHg)                     

min_design_mp=      1                           //Min design manifold pressure, (inHg)

critical_altitude= 18000                           //Altitude to which the turbocharger will provide max design manifold pressure (feet)  0000

emergency_boost_type= 0                         //0=None, 1=Water Injection, 2=Methanol/Water injection, 3=War Emergency Power

emergency_boost_mp_offset=   0                  //Additional manifold pressure supplied by emergency boost

emergency_boost_gain_offset= 0                  //Multiplier on manifold pressure due to emergency boost

fuel_air_auto_mixture= 0                        //Automixture available? 0=FALSE, 1=TRUE

auto_ignition= 0                                //Auto-Ignition available? 0=FALSE, 1=TRUE

max_rpm_mechanical_efficiency_scalar= 1.0       //Scalar on maximum RPM mechanical efficiency

idle_rpm_mechanical_efficiency_scalar= 1.0      //Scalar on idle RPM mechanical efficiency

max_rpm_friction_scalar= 1.0                    //Scalar on maximum RPM friction

idle_rpm_friction_scalar= 1.0                   //Scalar on idle RPM friction

 

[propeller]

thrust_scalar = 1.10 // was 1.0                             //Propeller thrust scalar

propeller_type= 0                               //0=Constant Speed, 1=Fixed Pitch

propeller_diameter= 6.4                         //Propeller Diameter, (feet)

propeller_blades= 3                             //Number of propeller blades

propeller_moi= 4.0                              //Propeller moment of inertia

beta_max= 45.0                                  //Maximum blade pitch angle for constant speed prop, (degrees)

beta_min= 15.2                                  //Minimum blade pitch angle for constant speed prop, (degrees)

min_gov_rpm=       1900                         //Miminum governed RPM

prop_tc= 0.1                                    //Prop time-constant

gear_reduction_ratio= 1.0                       //Propeller gear reduction ratio

fixed_pitch_beta= 0.0                           //Fixed pitch angle of fixed pitch prop, (degrees)

low_speed_theory_limit= 80.0                    //Speed at which low speed theory becomes blended in (feet/second)

prop_sync_available= 1                          //Prop synchronization available? 0=FALSE, 1=TRUE

prop_deice_available= 1                         //Prop de-icing available? 0=FALSE, 1=TRUE

prop_feathering_available= 1                    //Prop feathering available?  0=FALSE, 1=TRUE

prop_auto_feathering_available= 0               //Prop auto-feathering available?  0=FALSE, 1=TRUE

min_rpm_for_feather=                1000        //Minimum RPM for prop feathering                           700

beta_feather= 82.5                              //Feathering pitch angle (degrees)

power_absorbed_cf= 0.9                          //Coefficient of friction for power absorbed by propeller

defeathering_accumulators_available= 0          //Defeathering accumulators available? 0=FALSE, 1=TRUE 

prop_reverse_available= 0                       //Prop reverse available?  0=FALSE, 1=TRUE

minimum_on_ground_beta= 0.0                     //Miminum pitch angle on ground, (degrees)

minimum_reverse_beta= 0.0                       //Minimum pitch angle in reverse, (degrees)

propeller.0= 4, -1, -1

Propeller.1= 4,  1, -1

 

Thanks to Louis and Patrick for bringing this to my attention.

 

Greg

Thank you so much for this conversion. I had another plane - in idle - on the RW and and exchanged it with a 500s TC. Works just fine. Seeing 188 kias level flight at 2000 feet (32 mp and 2400 rpm. Put it in a 1000fpm climb using the same mp and rpm, steady at 168 kias in the climb. 

Course with this turbo prop working now it would really be nice to hear that turbo sound. :Rose: :Rose: :smile:

Just the mod this old gal needed......Thanks!

 

Cheers

Martin

 

 

I found the cause of the erratic behavior when doing a cold and dark start up. I changed the power scale to reflect the increase in horse power. It was that variable that causes the problem. Any change in the power scale will cause a disastrous start. The turbo charger and thrust scale changes are fine. I was getting 198 KIAS at sea level 32" MP and 2400 rpm. Using just the turbo charger and thrust scale changes, I am getting 186 KIAS at 32" and 2400 rpm at sea level.

 

I was starting up after Cold & Dark with your original settings in Aircraft.CFG with no trouble. I don't follow you very well when you say "a disastrous start". The only thing I noted is way too much power. Could you please elaborate a little bit more on what would be a disastrous start?.

Thanks, Ed

Ed,

 

After starting the left engine, the aircraft started tumbling end over end causing excessive negative G forces and a red out. It is interesting that this is the only Carenado aircraft that I changed the power scale and had this effect.

 

Ken,

 

It is now turbo charged not a turbine.

 

Martin,

 

Thanks,

 

Greg

Ed,

 

After starting the left engine, the aircraft started tumbling end over end causing excessive negative G forces and a red out. It is interesting that this is the only Carenado aircraft that I changed the power scale and had this effect.

 

Ken,

 

It is now turbo charged not a turbine.

 

Martin,

 

Thanks,

 

Greg

 

Thanks, not mine, strange!. Probably is the pilot???

Cheers!

Why would the fuel flow increase when leaning during climb to 16,000ft? I would think the PPH would decrease?

 

Thanks

Thanks Greg, man she goes like a jack rabbit now . Wonder what this conversion would cost in real life.