AndiKunzi

Donor
  • Content Count

    60
  • Joined

  • Last visited

Community Reputation

52 Good

About AndiKunzi

Profile Information

  • Gender
    Male
  • Location
    EDDS

Flight Sim Profile

  • Commercial Member
    No
  • Online Flight Organization Membership
    none
  • Virtual Airlines
    No

About Me

  • About Me
    CPL SEP+MEP IR

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. Final Version of the modified aircraft.cfg is available for download now. Enjoy!
  2. For clarification, since I was asked by e-mail: The masses (weights) of the C404 and the C421s are pretty close, the stations are different. I used the weight of the 421 and... when thinking about it - will have to adjust the wing in the aircraft.cfg. I have that in the (copyright protected) original file, but forget to put it in the modification file. Will do that tomorrow. I hate to be not able to hyperlink the full files, for copyright. I built the model of a C421C out of the C404, regarding behavior, performance and masses (weights), since the C404 was out long before the C421. That‘s why the C404 was the first advanced physics version. The C404 does fly a little less nervous around the pitch axis, much like my real aircraft. Also, I don‘t like the large sun visor on the sim C421, which I can‘t stow away like in real world. The attitude indictor, HSI, flight director and autopilot are also better, clearer and more similar to real world C421C N100L. However, the C421 has a DME (undortunately working on remote frequency only) as well as pressurization and prop sync.
  3. C404 advanced physics 1. Why I developed the advanced physics version I was asked via this forum, via PMs and also by e-mails to provide a modified version of the Alabeo C404 which can be used for serious multi-engine training. It should have accurate type specific performance for both AEO (all engine operative) and OEI (one engine inoperative), the latter for either a windmilling prop at various speeds and for a feathered engine. Feathering should work as realistic as possible. Thus, I developed an advanced physics version of the Alabeo C404. Since I regularly do fly a C421C in real world and the C404 was available on P3D / FSX before the C421 was available, I made adjustments for mass and balance to be identical to the C421C, registration N100L, I fly. The C421C is very close tot he C404: same engines, basically same systems. The C404 is a C421 with a longer cabin and without pressurization. The mod shows realistic physics for negative thrust (prop drives engine). This is necessary for OEI training and more realistic idle power simulation. 2. Where to download The modifications to the “c404.air” and “aircraft.cfg” files, aircraft data, equipment list, checklist and other documents for C421C, N100L can be found here: https://www.dropbox.com/sh/l53jcguv8cl5k66/AACb3apuLkX5pdYT6MI200Fxa?dl=0 Unfortunately, due to copyrights, I can’t upload the full files and can’t provide the AFM and other copyright protected documents. 3. How to install To update “c404.air”: - Copy the original Alabeo C404 to another aircraft folder, e.g. “C404 advanced physics”. - Use AirEd (freeware) and open the original “c404.air”. Open AirEd a second time and open “modifications advanced physics c404.air”. Copy the modified tables 511 and 512 to the original .air file (right click in modification file -> copy -> right click on original file -> replace from clipboard) To update “aircraft.cfg”: Just copy the modifications to the corresponding position in the original file. 4. Legend of modifications Modifications in aircraft.cfg: - Basic Empty Mass (actual mass for N100L 5,154 lbs inserted; most C421C are more heavy, ours is on diet) - correct basic data for engines + props - engine friction included (necessary for all negative thrust scenarios) - flaps lift + drag scalar adjusted (split flaps) - VMO = 151 KIAS; VNE= 240 KIAS Modifications in c404.air: - implemented negative thrust scenarios in prop thrust and efficiency curves (tables 511 + 512); adjusted thrust curves for high TAS at high ALT 5. Side effects of modifications: - more realistic engine starting: starting the engine needs the throttle to be 2 cm above idle (see checklist) for the first 15 seconds - if you start the engine and don’t retard the prop to medium RPMs immediately, you will overstress engine and prop. So be careful when doing an air start, you might lose the prop and the aircraft. (In the real aircraft, these effects are less severe, but you have to avoid high RPMs until the engine is warmed up and have to avoid rapid change of RPM.) 6. Additional Notes: - Basic aircraft data as published by the manufacturer, like range and service ceilings, especially OEI, are based on MTOM. - The use of high payloads close to MTOM and higher ambient temperatures are making for a more challenging OEI training. - In the sim, climb power is too low compared to full power (about 65 % instead of 75 %). I have to find a way to adjust that. - I have buttons for engine failure under the mixture (see images) - Seat Position is, like in many Aircraft, higher than as per Default by the sim. For the C421C and me being 5 ft 7 in, that's about 7 clicks arrow up. Stay sharp! Enjoy the training! Best regards, Andi
  4. New "modifications advanced physics aircraft.cfg" is available for download. Changes: - pitot heat - gear warning with throttle and flaps up
  5. With the mod installed, you‘ll have realistic feather times of about 2 s. Full feather, prop stops.
  6. AndiKunzi

    Pressurization System

    I'm using the current Version of the plane (V3). The pressurization is working mostly correct. You set the Cabin Altitude Selector to field elevation + 500 ft. Soon after lift-off, the cabin starts to pressurize and maintains the selected cabin altitude until reaching max. differntial pressure (5.0 psi). This is the case when passing about 14,000 ft, if departing from an Airport close to MSL. The cabin starts to climb then, maintaining max. differential pressure. At about 26,500 ft, the cabin altitude is passing 10,000 ft. This is correct. However, the CABIN ALT annunciator light should come on by then. Ram Dump and Cabin Pressurization Switch are working, however, the L and R Bleed Air Dumps don't work. Pulling both, the cabin should depressurize at about 3000 ft/min or so. Fine tuning by Alabeo could also include that the bleed air is delivered at manifold pressure + approx. 3 in HG (throttle losses), thus pulling the engines to idle at high level cruise leeds to depressurization. Still not working correctly: Suction gauge. If one engine quits, the gauge has to Show the red warning flag / bulb on this side, lower section of the Instrument. Only Chance to know in flight that you've lost a pump. (And a curse on the mixture controls on all piston aircraft on P3D and FSX.) Now, with Ron's design, I'm finally very happy with the Aircraft (Advanced Physics mod). A G600 or Aspen EFD1000 is something to dream about...
  7. AndiKunzi

    Golden Eagle

    THAT IS COOL!!! Thank you, Ron! What a great work! I'll have to try that immediately!
  8. The C421C on the picture is a non trailing-link gear, as produced from 1976 to 1979. They sit lower on the main gear compared to the trailing-link gear C421Cs. The Alabeo C421C is a trailing-link gear version and looks correct to me for an unloaded plane. If loaded, it will sit lower on the main landing gear. If CG is way aft during loading, those twin Cessnas tend to sit on their tail to show the pilot that something's wrong.
  9. AndiKunzi

    First impressions

    Unfortunately, fuel flows can‘t be accurate for both cruise and take-off (and for idle, either), as long as the leaning algorithm is not corrected in P3D and FSX: https://www.prepar3d.com/forum/viewtopic.php?f=6317&t=129867 For cruise power, the fuel flows are accurate. For all high power / enriched or full rich settings (take-off + climb), FFs are way off.
  10. AndiKunzi

    Repainting

    Would still be very happy about a N100L 😉
  11. Sorry, Robert! I forgot to synchronize my folders. Should be OK now, only the .air was updated.
  12. C310 might be oldschool full forward... I'd tend to say that not your memory is tricking you, but your instructor was - at least on the Seneca. What are you RW flying now?
  13. Hello Zaza, Air Start as per authorized AFM / POH: Cessna 421C and C340A: Prop forward of detent (that is just out of feather) Piper Seneca II and III: Prop forward to cruise RPM Both AFM / POH: reduced power until engine is warm. Which aircraft did you use for your MEP? I know that some instructors use prop full forward for air start without immediately retarding - because they don't read manuals. The fast spin-up is painful to feel, hear and see for an engineer... Regarding the panel in N100L: I'd really love to have that, at least the Aspen. On the Aspen, you set Altitude Bug (and thus, control Altitude Preselect), Speed Bug, Minima (DA / MDA), GPS Steering - and you have a clear Flight Director together with wind vector, OAT and an HSI with moving map and waypoint info.
  14. RPM below 60 KIAS is solved. New mods in "modifications advanced physics c421.air" are ready for download.
  15. Hello Zaza, 1. RPM low below 60 KIAS: I know the issue with the RPM being low below 60 KIAS. I didn't focus on that since for all flying issues, you are above 60 KIAS. Cause: I put in the right propeller size but did not finish the adaption of the power curves for very low speed. On my not published C421 based on the C404 Titan mod, I didn't care about prop size in the aircraft.cfg being wrong so I left the prop size at 6.7 ft. But since I know that you guys would find the setiing in the aircraft.cfg and complain, I started the adaptions using the correct prop size: 7.6 ft. Quite impressive for a piston twin when someone is normally flying a C172. I'll work on that for the Alabeo C421C advanced physics. Should not be a big problem (but might need another data row for 5 deg prop AOA). Consider it as a real world behaviour: your mechanic set the fine pitch limit too conservatively. By experience, I can tell you that can happen. You found the fault, which in real live would cost you a few feet of take-off distance. Your mechanic has a ticket now, but shops are crowded, as usual... 2. Losing the prop: The reason is how the sim starts the engine using CTRL + E. This will bring the prop from feather to full fine within milliseconds. Given the high TAS at altitude, you'll overstress engine and prop - in the sim as well as in the real aircraft (at lower altitudes, at least the sim won't be harmed). During Air Start in a real MEP twin, the oil pressure is building up, pushing the prop from feather to finer pitch within about 2 to 3 seconds. While that, you retard the prop lever to avoid high RPMs at all. Never let the engine go to high RPM during air start immediately. Never! And never do that in the sim. Don't use CTRL + E, use the real buttons and medium prop position or retard immediately after firing and everything will be fine. As in the real aircraft. If you use CTRL + E, this is overriding the Prop Lever on your Throttle Quadrant - if you retard the prop immediately after firing, everything will be smooth, even with CTRL + E. However, I do encourage using the checklist for air start (and before that: for shutting down) and the correct buttons for training purposes. You might forget setting the fuel selector back to on, or the magnetos. You'll be in panic in a real emergency unleess you are Chuck Yeager of Bob Hoover. So I really like to train with the real buttons. For working on checklists just to the point before pressing the starter, you may use the autopilot - on the sim as well as in reality.