2 hours ago, MattNischan said:

Yeah, not trying to discount anyone's experience here, by any means. Just pointing out that sometimes these things start to fall into some grayer areas, and engines/recommendations differ quite greatly. For an older design like the TIO-541, I totally buy that.

Always fun to talk about these things with folks that have had their hands on them!

The biggest problems I have had with turbocharged engines is not so much from overboostimg, but pilots leaning incorrectly. I used to work for a Part 135 jet charter company. The owner’s personal airplane was a 58P Baron with TSIO-520-WB engines. He always leaned way too aggressively in cruise, despite being repeatedly cautioned not to do that. 

Every annual, like clockwork, we’d end up pulling two of three cylinders to send to nearby Penn Yan Aero to have new exhaust valves installed. He never learned his lesson.

Can someone help me find where the indicator is that shows when the Flight Director is on?

 

I cant see it... sorry for being a bum pilot. 

1 minute ago, JughedJones said:

Can someone help me find where the indicator is that shows when the Flight Director is on?

 

I cant see it... sorry for being a bum pilot. 

press  the  fd  button  on  the  display  and  you will see  a  yellow hoz  bar  appear

6 minutes ago, pete_auau said:

press  the  fd  button  on  the  display  and  you will see  a  yellow hoz  bar  appear

 

That's my issue. I dont see where that light or annunicator is?

8 minutes ago, JughedJones said:

 

That's my issue. I dont see where that light or annunicator is?

ok  best bet  is  to post in the  just flight  forum  unless   some  one  else  knows  the  answer

 

13 minutes ago, JughedJones said:

 

That's my issue. I dont see where that light or annunicator is?

There is no light to show whether the FD is on. There is a knob in the bottom left corner of the ADI ("artificial horizon") that can be turned to switch the FD on or off. Click on the knob to do this. 

This is a little off topic, but will ask anyway.

What do you do if one engine fails.

Can you guys give me a quick crash course or if too long and complicated, a good utube video to show me the ropes.

Also, is the procedure close to the same for all plane or very different depending on the type of twin.

Would like to try it with the Piston Duke.

This video has a good demonstration:

(Except that he turns into the dead engine... 😱) 

ok. That all makes sense. Thanks.

Will have to try it tonight and see how many planes and lives I destroy.

 

1 hour ago, Ron Lefebvre said:

This is a little off topic, but will ask anyway.

What do you do if one engine fails.

Can you guys give me a quick crash course or if too long and complicated, a good utube video to show me the ropes.

Also, is the procedure close to the same for all plane or very different depending on the type of twin.

Would like to try it with the Piston Duke.

This is a pretty good explanation:

https://www.pilotscafe.com/engine-inoperative-principles-in-a-twin-airplane/

 

 

I'm making a video series on various aspects of operating the Dukes. Topics so far (piston Duke): 

• Cold start at -20° Celsius
• Hot and flooded starts at 45° Celsius
• Using attitude mode (using hidden clickspot) for climb and descent
• Operating the cowl flaps (using hidden clickspot and EFB indicators)
• Turbocharged operation
• How to deal with critical altitude
• Leaning the mixture using the EDM-760 engine monitor for best power or best fuel economy
• Low Thrust Detector
• How to deal with engine failures (single and dual)
• Engine start while airborne
• Stalls and stall recovery
• Flying and landing the aircraft with one engine in terrible weather (gusting winds, clouds 500ft AGL)

In the next video (which I haven't recorded yet) I will focus on the turbine variant. It would be very helpful if anyone has any suggestions regarding relevant topics.

2 hours ago, Ron Lefebvre said:

This is a little off topic, but will ask anyway.

What do you do if one engine fails.

Can you guys give me a quick crash course or if too long and complicated, a good utube video to show me the ropes.

Also, is the procedure close to the same for all plane or very different depending on the type of twin.

Would like to try it with the Piston Duke.

Few rule of thumbs and acronyms that helped me though multi training.

* don't go below Vmc

* Know your current maximum single engine altitude performance (pressure altitude, temperature, gross weight, terrain elevation). If you higher then max single engine altitude you will need to descent, so plan accordingly. 

* If you critical engine fails plan banking toward operating engine . In fact, turning toward working engine is safer in any case.

 

Since 99.9% of sim pilot are loners LOL I'm going to go over single pilot emergency! IRL especially when you fly single pilot IFR any failure just add extra work and stress to existing load. Pilots usually react physically manipulating controls first while take few second to process what actually happens.  

As engine suddenly fails, naturally pilots  instinctively try to return airplane to straight and level flight without realizing which engine failed. So here are few quick acronyms

(First three steps single pilot resource management - SRM )

STEP ONE: "dead foot = dead engine"  fly airplane, identify dead engine . Before your mind scrambles to scan through engine instruments you will first notice physical sensation of pushing rudder with one foot while resting other. That foot that rests is on dead engine side!

FOLLOW BY: "raise the dead slip the ball" offset asymmetric thrust by banking toward working engine and apply rudder to have turn coordinator ball 1/3 toward operating engine

STEP TWO: "fix or feather" - decide if you have safe altitude and time to troubleshoot engine or no time and you need to shut it down and feather

STEP TREE: "identify, verify" - in case you decide to feather and shut down engine you must be very careful which knob you about to touch. Under stress and pressure it's not uncommon when pilots accidently shut working engine instead of one that fails, even though they completely aware which one is failed! So slowly reduce manifold pressure of suspected "dead" engine to see if there is no effect on working engine - then cut, repeat same for rpm and mixture. 

Finally "crew resource management" (CRM). Make other help you

STEP FOUR: communicate (ask controller for help/declare emergency), deviate (CRM). Hopefully new ATC add on program will accommodate for that LOL

 

  

   

 

2 hours ago, Cpt_Piett said:

'm making a video series on various aspects of operating the Dukes.

And these are VERY interesting and informative .I'm working my way through them all as CP is very thorough in learning the plane and making it easy for everyone else to understand the inner workings of the simulation.

The latest video I believe must surely lead to one or two changes in the way the Duke deals with passing through Critical Altitude. It is far too severe and instantaneous.

A couple of observations:

The plane is clearly not performing safely as a real aircraft would have to in order to obtain its AWC. 2 immediate issues apparent are at 27:20 in CPs video the engine fails immediately after only a 2MP drop from approx 41-39MP. The Low Thrust Warning does not illuminate at ALL during this catastrophic event. The manual at 42:00 is plainly wildly understating the dangers involved in operating this addon above CA.

The manual states:

"DO NOT fully retard throttle above critical altitude. Engine combustion may cease."

It actually COMPLETELY ceases even if you leave throttle on FULL (without leaning).

In the video CP retards the throttle approx 1/3 to see if it effects climb. Engines die as usual at CA which I suspect is more the issue than reduced thrust.

 

Also from the manual (42:00 in video):

"When the aircraft is operating well beyond critical altitude, fully retarding the throttle may even cause the engine to cease combustion"

This should read: "The second the aircraft detects it is above current critical altitude (information unavailable to pilot) in a full power/full rich climb the engine will immediately cease combustion. There will be no warning and the Low Thrust Warning will NOT illuminate before or during this event. After engine failure moving both mixture levers quickly to lean will immediately restart the stalled engines regardless of any flooding that should have likely occurred causing stall in the first place."

 

If a real pilot drops by and states "yes this happens all the time with turbocharged a/c if we don't lean before CA is reached the engines will always immediately quit" I will no longer question this behaviour.

What would the FAA say?

1 hour ago, sloppysmusic said:

And these are VERY interesting and informative .I'm working my way through them all as CP is very thorough in learning the plane and making it easy for everyone else to understand the inner workings of the simulation.

The latest video I believe must surely lead to one or two changes in the way the Duke deals with passing through Critical Altitude. It is far too severe and instantaneous.

A couple of observations:

The plane is clearly not performing safely as a real aircraft would have to in order to obtain its AWC. 2 immediate issues apparent are at 27:20 in CPs video the engine fails immediately after only a 2MP drop from approx 41-39MP. The Low Thrust Warning does not illuminate at ALL during this catastrophic event. The manual at 42:00 is plainly wildly understating the dangers involved in operating this addon above CA.

The manual states:

"DO NOT fully retard throttle above critical altitude. Engine combustion may cease."

It actually COMPLETELY ceases even if you leave throttle on FULL (without leaning).

In the video CP retards the throttle approx 1/3 to see if it effects climb. Engines die as usual at CA which I suspect is more the issue than reduced thrust.

 

Also from the manual (42:00 in video):

"When the aircraft is operating well beyond critical altitude, fully retarding the throttle may even cause the engine to cease combustion"

This should read: "The second the aircraft detects it is above current critical altitude (information unavailable to pilot) in a full power/full rich climb the engine will immediately cease combustion. There will be no warning and the Low Thrust Warning will NOT illuminate before or during this event. After engine failure moving both mixture levers quickly to lean will immediately restart the stalled engines regardless of any flooding that should have likely occurred causing stall in the first place."

 

If a real pilot drops by and states "yes this happens all the time with turbocharged a/c if we don't lean before CA is reached the engines will always immediately quit" I will no longer question this behaviour.

What would the FAA say?

Where can we find them? 

9 hours ago, sloppysmusic said:

The second the aircraft detects it is above current critical altitude (information unavailable to pilot) in a full power/full rich climb the engine will immediately cease combustion.

This was already demonstrated as not true. The critical altitude at ISA is 25,000 and the engine does not stop until 28,700 at ISA full rich. The critical altitude is defined at ISA only. Even though your personal test with live weather stopped coincidentally at 25K, that's just a coincidence of above ISA conditions in the summer happening to coincide with that alt.

Try again with the Clear Skies weather preset (which is ISA conditions) and you'll see what I mean. It won't cutout at exact the critical altitude.

In any case, without using the new turbo/mixture/fuel parameters introduced in SU13, it is actually not possible to tailor the steepness of the rich power cutoff region in the sim. It seems that developers are not necessarily aware of these new parameters, hence the warning in the manual about unmitigatable fuel flow issues at high alts.

Edited May 18, 20242 yr by MattNischan