... Actually, the question should be how do you know EGT, or at least CHT? I just can't find the meter!

... And allow me a bonus question; from what I can see, Beaver is a VFR plane, i mean not certified for flying into known icing conditions? No? It has only carb heat and pitot heat. And cabin heat. But how can you explain all this raving and glorifying this great little plane as a bush cargo plane IN CANADA AND ALASKA!?!? A plane that is not certified for flying into icing conditions?

In the spirit of the bonus question...

And, think of landing safely in the North Country’s rain, snow, and darkening clouds. Where is the FMS and the Autoland? ... What were they thinking? 😉

1 hour ago, Bartul said:

.. Actually, the question should be how do you know EGT, or at least CHT? I just can't find the meter!

You need to look at the panel if you want to find the CHT gauge. 😋 

 

Edited November 16, 20223 yr by Alvega

1 hour ago, Bartul said:

... Actually, the question should be how do you know EGT, or at least CHT? I just can't find the meter!

... And allow me a bonus question; from what I can see, Beaver is a VFR plane, i mean not certified for flying into known icing conditions? No? It has only carb heat and pitot heat. And cabin heat. But how can you explain all this raving and glorifying this great little plane as a bush cargo plane IN CANADA AND ALASKA!?!? A plane that is not certified for flying into icing conditions?

Cessna 185, Cub also not certified for icing how do they fly in Alaska? Seriously do you think icing is happening every day?

Lean until RPM gauge until RPM slight drop and back up again

https://www.flight-insight.com/post/how-to-lean-the-mixture-in-cruise-flight

8 minutes ago, sd_flyer said:

Cessna 185, Cub also not certified for icing how do they fly in Alaska? Seriously do you think icing is happening every day?

Lean until RPM gauge until RPM slight drop and back up again

https://www.flight-insight.com/post/how-to-lean-the-mixture-in-cruise-flight

Thank you very many for your answer! 🙃 You see, I live in Croatia, LDSP, and my kids were practicing waterpolo today, even though 22C in an open pool is too cold for me. Hack, just mentioning cold makes me freeze. 😁 My  ' bonus question was 'what makes Beaver special in freezeng conditions'? Why c172 or 182 wasn't on par? Because of short take off/landing characteristics? Because of cargo capabilities? Or both? Or something else?

Thanks in advance!

7 minutes ago, Bartul said:

Thank you very many for your answer! 🙃 You see, I live in Croatia, LDSP, and my kids were practicing waterpolo today, even though 22C in an open pool is too cold for me. Hack, just mentioning cold makes me freeze. 😁 My  ' bonus question was 'what makes Beaver special in freezeng conditions'? Why c172 or 182 wasn't on par? Because of short take off/landing characteristics? Because of cargo capabilities? Or both? Or something else?

Thanks in advance!

Beaver is not in the same category as lighter GA airplane 172.182. It powered by 430hp, so it has more useful load and better performance. Why do they fly in freezing condition? Because they made by Canadians! LOL On serious note I think Beaver is valued by short field performance and useful load. Some pilot call it ultimate bush aircraft of its era 

3 hours ago, Bartul said:

IN CANADA AND ALASKA!?!? A plane that is not certified for flying into icing conditions?

Icing conditions may not be what you think: flight in to visible moisture (cloud, rain, drizzle, hail or snow) at temperatures between -20 and +10°c SAT (also mist or fog with a visibility of less than 1000 metres). That means you can get icing conditions even in warm areas because 30°c at sea level is 0°c at FL150.

The reason you need to worry about moisture above 0°c is because air pressure drops as it is accelerated in a jet engine intake, piston engine carburetor or flows around an aerofoil, causing a corresponding temperature drop; even though the ambient temperature is above freezing it may be below freezing around parts of the airframe and engine.

Edited November 16, 20223 yr by ckyliu

I can guarantee you that the Beaver has seen Icing conditions... although not certified. As for leaning, someone mentioned leaning until RPM drops, in the MSFS iteration I cannot get it to do that. I have tried, and it just goes to cut off or on... I doubt leaning does anything in this airplane. 

RPM shouldn't drop in flight with cruise power set;  this airplane has a constant speed prop.  You should be able to see an RPM drop on the ground during a runup; ground leaning for takeoff from a high altitude airport for instance. 

Not certified for flight in known icing is not at all the same as a VFR only aircraft. Plenty of IFR aircraft aren't certified for flight in known icing.  That doesn't mean you're instantly dead if you see ice starting to build. The Beaver in particular is legendary for its ability to carry ice, though when you see it start to build you should be making an effort to exit it. Often, a couple thousand feet up or down provides enough temp change to exit structural icing conditions; it really only occurs badly in a narrow temperature window.

What makes the Beaver legendary is its combination of payload and short field performance.  That, plus the R-985 (450hp, not 430hp) is a pretty bulletproof engine. 

Basically, a Beaver will fly with anything you can stuff in it / lash to the floats, and it'll do it in a reasonably short distance. That certainly doesn't mean you can't ask more performance of it than it can deliver; every year someone does something stupid and we lose another Beaver (and often some people.)  But, the Beaver can do a lot more than most aircraft built for the job. 

4 minutes ago, Stearmandriver said:

RPM shouldn't drop in flight with cruise power set;  this airplane has a constant speed prop. 

 I assume it has oil driven prop governor, if so it should drop if one leans it low enough. Same thing should happened when MP drops low as well. Have you flown Beaver?

Well yes, if you lean it low enough the engine will quit.  ;)

I've not flown the Beaver but have operated the R-985 on Stearmans.  It's the most common engine used for the 450hp conversion. 

4 minutes ago, Stearmandriver said:

Well yes, if you lean it low enough the engine will quit.  😉

I've not flown the Beaver but have operated the R-985 on Stearmans.  It's the most common engine used for the 450hp conversion. 

But you still can lean until engine sound rough though? Right?

28 minutes ago, sd_flyer said:

But you still can lean until engine sound rough though? Right?

Oh yeah, but that's way too lean. That is literally the engine beginning to quit.  You'll use the CHT as a leaning indicator.  The exception would be leaning for takeoff from higher elevation.  That I'll do at the end of the runup, using RPM like you would in an engine with a fixed pitch prop.

I haven't even had the chance to try the Beaver yet in MSFS so I'm unsure what it does, I'm just talking about how the engine should work.  Sounds like it works in MSFS about like it did in FSX though?