Re: A2A Aerostar flights
Posted: 28 Nov 2020, 19:23
Posted a new video with Jake and I getting re-acclimated to the aircraft. Rather than make a new global post I just added this one to the original post.
Scott
Scott
"Come share your passion for flight"
https://www.a2asimulations.com/forum/
Thanks a Googolplex for this video!Scott - A2A wrote: ↑28 Nov 2020, 19:23 Posted a new video with Jake and I getting re-acclimated to the aircraft. Rather than make a new global post I just added this one to the original post.
Scott
I'm a detail-fanatic.Scott - A2A wrote: ↑28 Nov 2020, 20:10 1. The discussion on priming, and how engine personality / temperature affects the needed priming
Already supported in Accu-Sim
2. The difference in fuel pressure (or at least the gauges showing different readings) when the fuel boost is on
This is a huge part of multi engine piloting being able to interpret different readings. This makes multi engine flying more tiresome.
3. The loving nudge before take off, "finally flying together".
Big moment yes. He's an awesome pilot.
4. The discussion on syncing the engines with the alternator (musical ear needed, and how I love this - and how much i look forward to finding the right pitch by ear, and then confirming it with the gauges (or not, the gauges are not always correct or synced)
As a musician, I've been waiting for this too
5. The fuel pressure coming DOWN on #1 (!!!) when you set take off power. Why is this happening, Scott?
Supply and demand. These physics are also already present in Accu-Sim
6. Jake syncing the engines during the take off roll. How interesting to see how much difference there is on the levers once synced! Hope this will find its way into Accusim!
Well, this is currently being done because our left engine prop governor needs to be calibrated. We were hoping this would go unnoticed, but little gets by you
7. "7. Boost pump off" - this resulted in ever so slightly higher fuel pressure. So many interesting quirks to understand and learn about in this machine!
Yes, the Aerostar is both active and quirky which is, IMO, Accu-Sim paradise.
8. The ceiling windows
Designer Ted Smith's brilliance.
9. 181 MPH landing gear limit. Damn!
This is a jet with props
10. The monstrous towers on the hill next to Robertson
Yes, we stay well clear of these
11. "Alright, gotta redeem myself here." Hahaha! Fantastic!
Definitely need to shoot a load of landings before I'm feeling cocky again
12. Jake doing the after landing checklist - I like how he held his finger on the boost pump for a second or two after turning it off. I've learned from Dudley Henriques (if I remember correctly) to hold my hand on the landing gear lever until I can confirm it to be in the correct position before taking the hand away. Tactility is a part of the puzzle.
Jake is amazing
12. The demonstration of panel lights for Robert Rogalski.
13. I would have liked to have seen which engine cut out and stopped first if both mixtures were closed at the same time. I'd guess it wouldn't be the exact same.
Yes probably very close
Thanks Metner for your posts.
No. You never sync engines by throttle position........only by the tachs, a synchrometer, or by sound. Personally I like sound. I use the tachs to get them close then fine tune them by listening. When the throbbing in my ears goes to a steady tone I've got them fine tuned.
It is not a "normal condition" that the engine would have to be held back manually during the takeoff. It is an indicative of the governor not... governing properly, something that would show up in the maintenance hangar, I presume.
I'm hoping there is going to be a check box for those with only one throttle lever so that the two engines behave as one, as opposed to the lucky souls who have the ability to control the six levers individually (bring on the Bravo...).
No worries, we will never force features dependent on hardware. We always believe in giving the customer options.
We're so lucky to have such knowledgable posts from the likes of you and Dudley. This is exactly what we're doing now. At full power static, they reach about the same RPM. But on the very first takeoff the left engine started sneaking ahead so we need to make an adjustment on the ground, fly, adjust, fly, etc. until it's just right.
I'll soon be capturing the sounds of these engines, each of them with the goal to give the exact same feel in the sim. Exact. I already know this is possible based on what I'm feeling. hearing and what Accu-Sim can do.DHenriquesA2A wrote: ↑29 Nov 2020, 00:49 No. You never sync engines by throttle position........only by the tachs, a synchrometer, or by sound. Personally I like sound. I use the tachs to get them close then fine tune them by listening. When the throbbing in my ears goes to a steady tone I've got them fine tuned.
I don't know much at all about the type, but with that significant overspeed in governing judged by the lever positions, what you could consider is first setting the governor RPM grossly under if there is enough range, so that it starts governing to some given RPM when running static. For instance, 2450 (as the static RPM should be 2500 or above due to full-fine prop alone). From there, it would take roughly five turns to be at the ballpark of 2575 RPM, according to the book which may or may not be correct stating about 25 RPM per turn. This could get it into approximate setting without having to flight test it too much to check whether it still overspeeds.Scott - A2A wrote: ↑29 Nov 2020, 07:39At full power static, they reach about the same RPM. But on the very first takeoff the left engine started sneaking ahead so we need to make an adjustment on the ground, fly, adjust, fly, etc. until it's just right.
The Bravo is coming. If their yoke is anything to go by, it should be decent. It can be set up in a variety of configurations, depending on what you want.guillaume78150 wrote: ↑29 Nov 2020, 08:52 Brilliant! I can't wait...
Side question, as a one engine virtual pilot and Fighter Stick user (good advice from Dudley), what twin engine controller would you recommend ?
We flew again today and synced the engines at 2575rpm, so now all we need to do is adjust the prop control to match this. The next takeoff it should be spot on.AKar wrote: ↑29 Nov 2020, 13:05I don't know much at all about the type, but with that significant overspeed in governing judged by the lever positions, what you could consider is first setting the governor RPM grossly under if there is enough range, so that it starts governing to some given RPM when running static. For instance, 2450 (as the static RPM should be 2500 or above due to full-fine prop alone). From there, it would take roughly five turns to be at the ballpark of 2575 RPM, according to the book which may or may not be correct stating about 25 RPM per turn. This could get it into approximate setting without having to flight test it too much to check whether it still overspeeds.Scott - A2A wrote: ↑29 Nov 2020, 07:39At full power static, they reach about the same RPM. But on the very first takeoff the left engine started sneaking ahead so we need to make an adjustment on the ground, fly, adjust, fly, etc. until it's just right.
-Esa