I have either missed it in the documentation, my throttle settings are off or it’s modeled but when setting takeoff power if I advance my Saitek throttles to the limit the torque is WAY past redline. I need to pull the power back to keep it under redline. 

 

Can someone confirm if this is normal? I thought throttles all the way forward would allow max power w/o over torque...

 

thanks!

Hi takl23,

Carenado....  Documentation....  (!!!???)  All in the same sentence, now there would be a 'thing of beauty' for sure. 😁

Not sure if your throttles are right, might suggest that a 'calibration' would be a good for a start, or maybe use FSUIPC but I can tell you what I know about 'Over-Torque';

I am not a RW pilot, but I have flown in the past and have been a Flt-Simmer for 20 years + now and I just love to fly Twin Turbo-Prop (TP) aircraft, I have also read loads of stuff about flying these little beauties and spent way too many hours flying them around the World inside my PC.

Yes, 'over-torque' sounds pretty normal to me (if you just throw the go-go sticks at the firewall that is), having said that, it depends on how far past the 'red-line' the gauges go and how far you need to pull the throttles back to correct (see above for a possible correction if these limits are excessive).

• AFAIK, all turbine type power plants can be 'over-torqued' (OT'd) although the jets usually have complex 'Engine Control Units' (ECU's) that control the ever possible human error events and protect the engines.

• TP aircraft are indeed usually 'Torque Limited' (even in the RW) and the torque limits can come in various flavours, I will only deal with the two main ones here to keep it simple.

• In the first place, torque is just simply 'limited', there is only so much of it that you can get out of the engines, a bit like the Rev counter on your car, you would not expect to rev a cars engine up to 20,000 RPM without something going bang and making a very expensive noise.

• Torque may be limited due to temperature, as in air temperature, if we are taking off from a hot place this would cause the engine to run hotter and the first thing we may see is the 'ITT' gauge goes into the red well before we get anywhere near full torque, this is torque limited by ITT (Interstage Turbine Temperature).

• Torque may also be limited by 'N1', this is the compressor stage of the turbine engine, it too has limits that should be observed during take-off in particular, but also during cruise.

• I am absolutely sure that there are many other things and reasons why a pilot would need to be aware of, and manually limit the amount of 'applied' torque during the t/o roll, but I am not going to throw them all in here, the two above are the main ones.

Suggest that you advance the throttles in a steady and determined manner until you get around 75 - 80% of the total tq, release the brakes and go fly.  You should notice that as you climb the tq will probably drop, this is the main reason for the 'headroom' on the throttles, increase the throttles to keep your tq and speed up during climb whilst still observing ITT and N1 limits.

Sadly, this information should have been in the manual that came with your B200, along with a tutorial flight to get you acquainted, but then that's Carenado for you!

There are plenty of learning opportunities on the web and you may even find a RW B200 POH or manual somewhere, if not, try the 'Flight 1' B200, I have 124 pages in my F1 B200 manual. :-)

I am currently doing battle with the Carenado B350i and it's Proline 21 system including very little information, but with a bit of 'digging' around I am slowly and steadily getting to 'grips' with the beast.

Carenado do turn-out some very pretty aircraft and some of them fly quite well, but the learning curve would be so much flatter with even half a manual that was usable, maybe even just a tutorial flight to familiarise us with their product, sad really, but there you go.

I hope this helps you and maybe even encourage you to go on and learn more, I have the Carenado B200, but generally fly my F1 B200, which indeed is a very nice bird to fly.

Cheers,

Steve.