teson1

Congratulation guys ! Awsome to see you stick to it and pull it through despite the bad start ! One can but feel humbled to compete against such strong and determined teams. Well done.

October Race is now open. This race takes us to Idaho's scenic Frank Church River of No Return wilderness with a mix of backcountry airstrips as challenging as they get - with high altitudes, short runways, and some "dead-end" airports (which allow no second tries). Join us for some scenic and exciting flying this month, at https://sites.google.com/site/fsebprl/2013-october-race (You can find a primer how to join at http://bprl.freeforums.net/index.cgi?board=general&action=display&thread=77)

My teammate said it, but I'll say it again. A very smoot and neat performance - Congratulations to a merited win! And what a good idea to give the Gremlins a ride with the wingmen. Thanks, Eamon, for the very professional web site !

Bonjour Patrice,utilises-tu une ancienne version de Plan-G 2? Il y avait un bug qui faisait que sur des points de cheminement manuellement crees la magvar n'etait pas pris en compte. Donc Plan-G indiquait le TH au lieu du MH pour les etapes qui demarrent sur ces points.A ma connaissance cela a ete resolu avec une des dernieres mise a jour.CdlmtGunter

Copied/edited from a message I posted in another forum/site:The Sky BeyondGordon Taylorhttp://www.amazon.com/Sky-Beyond-Air-Space-No/dp/055323949XGot it for 1 $ +shipping via abebooks.Pioneer flights across the pacific from 1933 on. Using nothing but compass, driftmeter and sextant.That man has some stories to tell... (and loads of luck to be able to tell them...)Very well written, should be a delight to read for anybody. To me in the same league as "Fate is the hunter" and "North star over my shoulder". Required reading for anybody even remotely interested in pioneer navigation and pioneer flights. Each of the chapters of this book is like a case study of another pioneer navigation/flight problem. (Spoilers below.)1933 - His first flight across the Tasman sea from Australia to NZ with Kingford-Smith. First flight after self-learning navigation and celestial, that his navigation really counted. And he was quite shaken by unexpected strong crosswinds from N that forced him to apply a wind correction angle of 45°, i.e. pointing the nose of the plane well N of the N tip of NZ, apparently headed for a wet landing. Based on celestial navigation mainly, as night flight. Really have to trust the theory learned, and that this celestial navigation thing really works... But what an experience to find out that it does work indeed! 1934 - First flight across the pacific Brisbane - Fiji - Hawaii - Oakland: On the leg to Hawaii spinning down to the sea due to flaps inadvertently extended. No fuel gauges - so while they thought they were arriving with comfortable reserves in Hawaii, actually they had just a few gal left upon landing due to a fuel leak.1935 - Flight across the Tasman sea to New Zealand:One out of three engines failing, but no problem, managed to keep flying by dumping all cargo and weight overboard. Then second engine loosing oil. Finally they end up doing an oil change in flight, barely managing to keep out of the sea - climb out into the structure in flight on one side to drain oil from the dead engine into a thermos flask, and then onto the other side to fill up oil into the running engine. Repeat till returning to Australia. Incredible...Btw, here's a report of the 1935 incident:http://www.airborne.org/flying/smithy.htm1944 - "Flying for range... and Bora Bora". Flight across the pacific from Acapulco - Clipperton island (weathered a hurricane there) to Bora Bora in a Catalina.Very marginal range and really had to fight to make it. But what a triumph as Mt Otemanu came in sigh. Did I already mention it's a great book, and a great read? ;)Highly recommended.Gunter

Woah, Erich, you're way ahead of me there ! :( Be sure I'll have a close look at your model and naca reports to learn.Only thing I can say is keep us updated about your progress, and looking forward to the release!

Thanks for sharing!Such a pragmatic model is probably the best way to implement CHT into a plane. Thanks.Gunter

Hello Tom,interesting indeed. And nice mnemonic.Flying the Connie a year or so ago I was baffled by BMEP and didn't quite know what to do with it except keep it at a certain value.Makes much more sense now. Thanks.Nice of you to drop in. Do you have more advice regarding how to model CHT more accurately than what FS is providing? I'm sure you've tried to develop a more accurate CHT model than what FS provides over at Calclassics Maybe even have one in your drawer?Gunter

Interesting project, Erich :( I had put some thought into such a model as well in the past, but put on slow burner, as there are just too many variables.How far off are your calculations of IHP off from BHP indicated by the aircraft model?I believe many/most FS aircraft models get engine fuel efficiency (part of energy content in the fuel converted into mechanical energy) about right.Actually, that's a direct consequence of whether the fuel flow and engine BHP are set in the aircraft model to be similar to the RW aircraft operating parameters.Example Realair SF-260 off my head, as very crude back-of-the-envelope calculation: Rated power: 260 HP (=190 kW)Fuel flow full throttle with the SF-260 is about 20 gal/hr from memory.Energy content Avgas about 45 MJ/kg (=110 MJ/gal)Total power of fuel burned: 2200 MJ/hr = 610 kW = 830 HP-> Engine efficiency: 260 BHP/830 HP = 30%Fuel efficiency in the range of a few 10 percent seem to be normal for piston engines.http://www.epi-eng.c..._efficiency.htmSome very rough considerations here, don't nail me on the exact 30% value. This is just to demonstrate that a properly modeled aircraft should have BHP about right.Also, what this does show is nothing more than that the aircraft model of the SF-260 is well modeled, which is not surprising as it's definitely one of the better modeled planes out there.Gunter

Try flightplanconvert.zip at avsim.Gunter

Ok. Learned something new. Thanks.

Try gauge27=NewGauges!spoilersup!dsd_xml_sound3instead of gauge27=NewGauges\spoilersup!dsd_xml_sound3( ! instead of \ )Not sure whether that makes a difference, as I have never put a .gau or .cab into a separate folder in /panel.Gunter

In Google Earth you can display stations and beams with A/N sectors (white side of beams=A, black=N) using apollosmith's excellent GE overlay (and database).http://smithplanet.c...s2004/tools/rr/GE overlay with RR Airways (rr4_airways_google_earth_overlay.zip): http://www.flightsim...rth_overlay.zipPS: You'll certainly also also want to load Ian Niblo's GE overlay with Airports, VOR and NDB (fsxge.zip) into Google Earth.http://library.avsim...iblo&CatID=root).(All: Plenty of information available by clicking into stations, beams, ect.)As for detailed instruction on how to fly the Ranges, in addition to the very good instructions coming with RR40, there are several 40's navigation manuals available, e.g. at http://aafcollection.../items/list.php "Air Navigation" (item 198)"Instrument Flying: Basic and Advanced" (item 149)and at "Basic Air Navigation" http://library.du.ac...e/handle/1/9653Gunter

And the following notes of a a WWII B-17 navigator may be of interest:http://www.stelzriede.com/warstory.htmGunter

The POH is available at http://avialogs.com/ (and many! others)http://avialogs.com/aircrafts-technical-manuals-and-guides/siai-marchetti/siai-marchetti-sf-260/(in italian, but the graphs and performance tables should mostly be intelligible. I didn't download anything since they switched to Facebook log-in though.)Max recommended cruise is MP 23-24 inHg 2400-2500 rpm with lean mixture (2700 rpm/no MP limitation with rich mixture). This is consistent with RA manual which states MP 23.5/2400 rpm for max cruise.For 90 KIAS just reduce MP (probably to around 12 inHg depending on altitude ect.). Just leave prop at max (or cruise) as rpm will drop as governor will not be able to maintain set rpm.Gunter