Holy Cow....WOW!!!! Talk about an answer....in Spades!!!!!Gonna save 'em and drool over 'em for sure. We LIKE data!Thanks for going to the trouble, Geofa!!! Coulda really have used 'em in my "FS2K World Tour" a few years ago but heck, now I'll just have ta re-do the whole shebang the right way.....Danke!Erich aka "Stoopy"

Your welcome! Glad you will enjoy their use!http://mywebpages.comcast.net/geofa/pages/rxp-pilot.jpg

Inspired....are ya kiddin'? So jazzed I'm bringin' the "Stoopy 2K World Tour" repaint job out of mothballs just to celebrate and refly......gonna keep these figures right next to me along with the Ritz and Chips Ahoy.....long flight, ya need snacks....and sponsors! :)http://img.photobucket.com/albums/v148/Sto...FS9/FS2k_WT.gif

>More content for patch 1 then, along with a much more>comprehensive manual talking properly about leaning of>mixture. That would put the strategy guide writers out of business :) Did you check the learning center though? Leaning the mixture is in there... Actually, I was surprised by how much info is in there. Going any more in-depth is out of the scope of FS... time to open up a real aviation textbook at that point.Paul

That is a wicked paint scheme. I bet all those ads are paying for some avgas...If you need some more performance dope let me know-I'll scan and post it.http://mywebpages.comcast.net/geofa/pages/rxp-pilot.jpg

Hi Ron,I believe you are right that modern aircraft are required to measure range with 45 minutes reserve at economy cruise.Regarding the MP vs RPM, at 8000 or above, the throttles would just be left forward (around 21") and the RPM adjusted to 55% power which should be listed in the POH. Leaning a normally aspirated engine seems to have all sorts of opinions. In the trainers I flew (Grumman, Tomahawk) we just leaned till the engine got rough and then pushed it in a bit till it smoothed out. In higher powered planes like the Cherokee Six and Arrow I normally peaked the EGT and then pushed it back in about 25 degrees. I seriously doubt it is that critical or there would be a lot of horror stories. If leaned too far the engine simply doesn't have enough fuel so power starts dropping off which in turn reduces engine temps and so forth until the engine quits. I know a pilot who leans immediately after takeoff and his engines last fine. It is essential to lean before takeoff on a high altitude runway. The studies seem to indicate that there is more damage from continuously running an engine too rich at lower power settings. Many student pilots these days are taught to lean the engine for extended taxiing and idling. One thing for sure, leaning makes a huge difference in fuel economy and therefore range.Turbos on the other hand are critical in regard to #### which can fry expensive parts in a hurry. Regarding best altitude for range, I suspect each plane is different but at a certain point the engine can't produce much power and the air is thin so the plane develops a higher angle of attack. That increases drag which decreases range. I've heard that 8500 feet is good for many normally aspirated engines, but I am certainly no expert.BTW, I appreciate your good work on the AirEd.ini files.Happy Flying!Ben

>Hi Ron,>>I believe you are right that modern aircraft are required to>measure range with 45 minutes reserve at economy cruise. I've checked details on reserve. Varies some with AC type. Note Holding Patterns in Jets are done at Max Endurance IAS. >Regarding the MP vs RPM, at 8000 or above, the throttles would>just be left forward (around 21") and the RPM adjusted to 55%>power which should be listed in the POH. Low RPM helps efficiency (though, not in FS). 55% is about right for max range in a prop AC. Flying higher increases TAS for given range. >Leaning a normally aspirated engine seems to have all sorts of>opinions. In the trainers I flew (Grumman, Tomahawk) we just>leaned till the engine got rough and then pushed it in a bit>till it smoothed out. In higher powered planes like the>Cherokee Six and Arrow I normally peaked the EGT and then>pushed it back in about 25 degrees. I seriously doubt it is>that critical or there would be a lot of horror stories. If>leaned too far the engine simply doesn't have enough fuel so>power starts dropping off which in turn reduces engine temps>and so forth until the engine quits. I base my leaning on an article at an aviation site. Which had graphs showing CHT, EGT, fuel consumption, etc. Leaning past max EGT was recommended. Engine Manufacturers are more conservative. But, they aren't paying for your fuel. SFC is typically 0.46 lb/hp-hr at max power, but decreases to 0.38 at optimum leaning. I knew a powerplant engineer who had worked for Continental. He doubted one could damage a normally aspired engine with any degree of leaning above 5000 ft. Turbocharged powerplants are more critical, since MP holds to a higher altitude. I burned a hole in a piston head when I ran out of main fuel and opened the throttle before switching to the reserve. In my 'Honda 350', not an AC. I managed to limp to work on one cylinder.>>Turbos on the other hand are critical in regard to #### which>can fry expensive parts in a hurry. AVISM doesn't like T-I-T. ;)>>Regarding best altitude for range, I suspect each plane is>different but at a certain point the engine can't produce much>power and the air is thin so the plane develops a higher angle>of attack. That increases drag which decreases range. I've>heard that 8500 feet is good for many normally aspirated>engines, but I am certainly no expert.>Ben Without being concerned about oxygen or winds aloft, fly high enough to drop IAS to 'max range' IAS at full throttle and well leaned. Also, low RPM if CS prop. Range doesn't depend on altitude with reciprocating engines, it is constant at 'best IAS'. However, that is rather low, say 80 kts in a small SEL. Flying high at that IAS will increase TAS. Same range, but takes less time to get to destination. WWII AC might take off at Red Line, 40". But, for long range they would eventually drop RPM to 1800 and MP to around 20". Ron

I did a flight yesterday to check out my new Dreamfleet Baron58 with extended range fuel tanks, the Garmin 530 and the Sandel 3308 EHSI with weather scope.Flight was from KSEA to KLAS (810nm) and I wanted to check fuel usage and NAVS etc. on a longer flight.Its range spec > 1600 nm200 gal fuel capacityI wondered if I actually had enought fuel ... did trust the spec!MSFS flight plan estimated fuel burn = 170 gal and I figured this was just for the cruise phase, not climb and approach vectors.Anyway I figured after flying for quite awhile the fuel gauges were not modeled in the aircraft ... like they were like stuck on full... then they finally started to show usage. Great!The flight:I did an econ climb and cruise well leaned out all the way.15000 feet, 150 IAS (170 GS), 2300 rpm, 21"MP,4.7 hr (approx.).My fuel when I parked at KLAS was 96 gal/67% as reported by MSFS and the fuel gauges ..... remaining fuel!The flight was too long for me but I did get a good chance to check it all out in the Dreamfleet Baron58. From now on all these greater than 300nm flights will be in the LevelD 767 ... Just too long without a pottie break in the Baron.The spec sheet says it can stay in the air approx ... 11 hrs!I was really impressed!Best Regards guys,